42RE TECH (ALSO COVERS A500/42RH)

In late 1993 Chrysler Corporation modified the A500 transmission (a derivative of the Torqueflite 6/A904
incl the A998, A999 (the latter two which came standard with a 2.74 first gear ratio) with an electronic
shift solenoid which resulted in the A500SE. At the time of introduction, these transmissions used an
external transmission control module (1996-04 are controlled by the PCM and relays from the external
fuse box) but when servicing the transmission, the only modification to the existing valvebody (which
has a combination overdrive and lockup solenoid with 3 wires - lockup and overdrive solenoid wired to
the O/D off switch) is the electronic shift solenoid and governor pressure sensor located on the
valvebody underneath the accumulator piston (which is not used on the A500 since it retained the
conventional oil lines feeding the mechanical governor inside the tailhousing - which is the same as the
one used in the 727 and 904s used behind Mopars, AMCs (badged as the Torque Command (first used in
1964 as a trade name for their modern era 232 inline six) using the naming convention from the
previous Borg Warner Shift Command), Jeeps, and International Harvester Scout vehicles). The visual
cue is to look for an 8 pin plug on the LH side of the transmission and transmission oil pan (it looks
similar to the A500 - early pans will have a square bump on one side which was phased out in 1998 and
replaced with a ribbed pan holding an additional quart of transmission fluid). Overdrive housings for the
4XRE will have the 'classic' speedometer opening, speedo opening with VSS (mid-90s 4xREs), and the
late housing with no speedometer hole (VSS only - common for 1999-present).

(L-R) - A500/42RE (speedo/VSS combo, A500/42RH (speedo and undrilled VSS), and 1998+
42RE RWD/2WD tailhousings - the two on the left have a thicker area between the
speedometer drive and VSS sensor hole - it will also have the channel for the
governor feed oil line and governor assembly
 RECOMMENDED TRANSMISSION FLUID - ATF+4 (REPLACES
atf+3, atf+2, atf+, 7176 FOR MOPAR TORQUEFLITES AND
TRANSAXLES MANUFACTURED AFTER 1988 - DO NOT USE
DEXRON (incl. Dex/Merc, Dexron VI), MERCON v, TYPE F,
or universal (import car/multi vehicle), PERIOD.

Governor Pressure Sensor and Solenoid module assembly - shown is the early and 1996-
99 variant used with a metallic pressure sensor valve; 2000-07 4xRE will use the black
square plastic valve - wiring harness matches the plug ends (late valvebody can be
used in early models (common with remanufacturers that "frankenstein" or
cannibalize components if using the associated electrical wiring harness assembly)

A500SE/42RE transmission oil pan (1994-1997 - some 1998 production transmissions will
have this pan instead of the later variant used until 2004)

*Pan is similar in design to the A500/42RH with the exception of the squared bump to
clear the governor pressure solenoid - 1960s-era 3-bolt Torqueflite oil filter used

*oil pans will retrofit to the early TF904 since the later torqueflites with bolt on
overdrive housings holds extra oil capacity
 1998-04 42RE oil pan (late style with 5 quart capacity) used with the updated
Torqueflite 2 bolt oil filter (late 1998-2004 42RE valve bodies will have a thicker oil
passage opening when used with the upgraded filter - third oil filter bolt is present
but used as a valvebody screw) - oil pan and gasket are backwards compatible with
earlier Torqueflite 6/904s used with the 04295875AC oil pan gasket (one piece design)

The A500 was introduced in 1988 in the Dodge Dakota but was later used with other RWD/4x4
applications within the Ram truck/van line - the final generation M-platform vehicles (Gran Fury,
Diplomat, Fifth Avenue) continued to use the A999 along with Jeep XJs (with the AMC 2.5 - some came
with the A998/30RH) and Wrangler (YJ and TJ - the last vehicle to use the A999/32RH until the 42RLE
was phased in). A904 derivatives e.g. A909, A998, A999 incl. the A500/42RH/RE will have the following
components not found in the 904: double wrap rear band (similar in design to the A727 used with the
Hemi), 2.74 planetary gears (same as A998/999), 5 disc forward clutch drum (A998s retain the 4 disc
drum - also used with 42 and 44RE).

Some A500s (and 998/999 derivatives) used behind a Mitsubishi 4 cylinder will have an oddball
bellhousing pattern unlike the one used with the Mopar V8 (LA or Magnum incl the 3.9L) or 72+ AMC
inline six (the AMC bolt pattern is based on the 1966-91 AMC V8 used in AMC and Jeep vehicles (ex. the
AMC 2.5L which used a GM 60 degree V6 pattern (aka S10 or 2.8 pattern since there were GM products
which used the 2.8L for transverse and longitudinal (later becoming the 3.1 or 3.4 commonly found in
GM W platform (also GMX130) automobiles (Chevrolet Lumina et.al. and 1997-05 Malibu) incl the Tech
IV (final generation Iron Duke) and late generation 3800s (1962-era Buick V6 - transverse mount used
the 60 degree bolt pattern since the GM 4T60E was used) when Jeep purchased GM engines for its XJ
until the introduction of the 4.0L) - Chrysler retained 4 AMC engines after the 1987 buyout of American
Motors where the 4.0 soldiered on until the 2006 model year).

When overhauling the 42RE regardless if its a Mopar or Jeep application - the weak spots include the
following - forward clutch drum, overdrive clutch pack, overdrive direct clutch drum, direct clutch discs,
accumulator piston, manual valve, check ball sleeve, bands, direct apply spring (known as the 800 lb
spring) and the shift solenoid/governor pressure sensor). Much like building a race duty A904,
transmission repair facilities or parts outlets will have the upgraded parts which is highly recommended :
5 disc forward clutch drum (from an A999/32RH) - note the snap ring position for the
extra clutch plate

aluminum accumulator piston (replacing the stock plastic one)

(not pictured but highly recommended during overhaul)

OEM REPLACEMENT FRICTION DISCS (BORG WARNER, RAYBESTOS)

KEVLAR LINED BANDS (REAR AND FRONT)

Overdrive clutch drum #4461089 (2 groove version used with 46-48RE/A518-618; if used
with a .215 heavy duty overdrive pressure plate (traNstar 22142) a total of 10
overdrive direct clutch discs (using .054 steel plates) are used to upgrade a stock
42RE to A518 specs)

5 or 6 pinion overdrive planetary assembly

Upgraded intermediate shaft (alto 027381A)

TRANSGO TFOD-SP direct apply spring

 5 overdrive clutches for the overdrive clutch pack (stock is usually 2 or 3 discs in
conjunction with a thick pressure plate - eliminate the thick plate with 2 additional
clutch and friction discs (same as a 48RE), and 10 direct clutch discs (in the DIRECT
CLUTCH PACK when decompressing the 800 lb spring - BEST ADVICED 2 USE A NEW OVERDRIVE
DIRECT APPLY SPRING (Transgo TFOD-SP or equivalent) SINCE A WEAK OR BENT SPRING CAN
WREAK HAVOC ON THE O/D PLANETARY AND O/D CLUTCH PACK (most common cause when
servicing a 4xre with a seized overdrive tailshaft housing is a grenaded o/d
planetary); also includes the overdrive planetaries - 1995+ will have a 15 degree gear
cut, available as a 4, 5, and/or 6 pinion (5 pinion used with the 46-48RE - SOME MID-2000S
48re/a618 USED WITH THE RAM 3500 (6.7 cUMMINS tURBOdIESEL option) WILL HAVE A STR8 CUT
GEAR PATTERN AND USED WITH THE 5 OR 6 PINION OVERDRIVE PLANETARY)

The shift solenoid (4617210) and governor pressure sensor (late style - 1996-99 (560211403AA,
56041403AA or TPS3001) or 2000-04 (68164850AA) are usually overlooked - OEM units would usually
fail but the Borg Warner replacement (50185) is a service replacement. There are aftermarket governor
pressure solenoid assemblies which use a GM 4L60E EPC shift solenoid (used with racing transmissions)
- the OEM replacement is larger and holds 15% higher flow capacity and a stronger magnetic solenoid.
Wiring harness for the lockup converter/overdrive/electronic shift - the plug end for the governor
pressure sensor are respective to the model year range (1993-95, 1996-99, and 2000-07). 1993-95 will
have the early sensor (3 wires), 96-99 with 4 wires (round plug and metallic), and 2000-07 (black plastic -
same 4 wire setup but with a square plug and redesigned sensor bracket - 1993-99 governor pressure
sensor is held with a wire clip where the electronic shift module and gasket are removed as a unit. The
early sensor is no longer available where its recommended that the entire transmission wiring harness
(96-99 or 00-07) be swapped out and the upgrade parts used in its place (this also includes the steel
bracket). The 2000-07 harness with the later style governor pressure sensor (or transducer) is known to
throw PO codes where a conversion adapter (BD Power 1600365) is available to convert the 00-07 gov
pressure sensor to the 1996-99 style.

Excess metallic flakes sticking to the shift solenoid and oil pan magnet (round donut located in the
transmission oil pan) will suggest burnt or worn out friction discs. This also includes the band assembly -
especially the front brake band (if band friction material is mixed with the metallic flakes the front band
and forward clutch drum are usually damaged).

Installation of a Sonnax manual valve (22771-09) is highly recommended since the stock valve (as stated
by Moses Ludel on 4WDMechanix.com) does not pressurize the torque converter when in park or on a
steep incline leading 2 a failed pump bushing) -updated valve solves delayed gear engagement. It is used
also in conjunction with an updated pressure regulator valve (Sonnax 22771A - 02K - this valve will also
save the front pump.

The waved snap ring (#12864) used in the overdrive clutch housing - Mopar updated the snap ring since
there have been failure of the OEM snap ring due to metal fatigue.

OD clutch housing direct clutch snap ring (OEM upgrade - stock is known to suffer
from metal fatigue)

This also applies to the 3-4 accumulator piston spring - it is part of the 3-4 shift where it is subjected to
metal fatigue.
 3-4 accumulator shift spring

2001-04 (46-48RE to 2007) which came with the square (digital) neutral safety switch - the NSS threaded
hole for the late production transmission cases have a larger hole where the 'classic' NSS is incompatible
- this also includes the manual lever where the plastic detent for the NSS contact was changed (2001+
are green while the 1988-00 A500/518 are either black or blue). Sonnax 22179-06K (NSS adapter kit) will
convert a later 4XRE case for use in earlier applications - when using the late valvebody the manual lever
must be swapped out. Mopars which have the usual 'stuck in park' caused by a worn detent ball (since
the valvebody is aluminum) would require the use of a repair kit where the bore which houses the ball
and spring are reamed out where a repair sleeve is inserted and staked in.