47rh Transmission

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  • Video 2 12 valve Cummins 47re or 47rh Video 3 stat up of the 47rh program idea for 4th gear and torque converter lock up Video one Dodge or International 1.
  • The Chrysler 47RE transmission is a four-speed automatatic transmission that is an update of the classic A727 design with an overdrive and steel gearls in place of aluminum. The 47RE is an entirely electronically controlled transmission contrary to the similar 47RH which uses a hydrualic and mechanical governor pressure control.

I take apart a Torqueflight 727 based automatic transmission from a 1994 2nd gen Cummins known as a 47RH or A618. I'll be building it up for use in my 1992 1.

TorqueFlite
Overview
ManufacturerChrysler Corporation
Also called
  • Torqueflite
  • TorqueCommand
  • LoadFlite (Trucks)
Production1956–present
Body and chassis
Class3- or 4-speed automatic transmissions or 8-speed automatic
Chronology
PredecessorChrysler PowerFlite transmission
SuccessorChrysler RFE transmission
47rh transmission problems

TorqueFlite (also seen as Torqueflite) is the trademarked name of Chrysler Corporation's automatic transmissions, starting with the three-speed unit introduced late in the 1956 model year as a successor to Chrysler's two-speed PowerFlite. In the 1990s, the TorqueFlite name was dropped in favor of alphanumeric designations, although the latest ZF-based transmissions with the eight-speed automatic has revived the name.

History[edit]

Torqueflites use torque converters and Simpson gearsets, two identical planetary gearsets sharing a common sun gear. Chrysler Corporation licensed this gearset from Simpson in 1955.[1]

The first Torqueflites provided three speeds forward plus reverse. Gear ratios were 2.45:1 in first, 1.45 in second, and 1.00 in third. The transmission was controlled by a series of pushbuttons located on the vehicle's dashboard. The buttons were generally at the extreme driver's side end of the dash, i.e., the left in left-hand drive vehicles, and the right in right-hand drive ones. However, this was not always the case; the 1962 Dodge Phoenix, a right-hand drive export model sold in Australia and South Africa, used the U.S. 1962 Plymouth Valiant instrument cluster assembly, into the left end of which were integrated the transmission pushbuttons. Button arrangement varied by vehicle model and year; sequence was reverse, neutral, drive, second, and first, from top to bottom with vertically arrayed buttons, from left to right with horizontally arrayed buttons, and clockwise starting at upper left with clustered buttons.

A parking lock was not provided until the advent of the aluminum-case Torqueflites in 1960 (standard-duty A-904) and 1962 (heavy-duty A-727), at which point a lever was added adjacent to the pushbuttons: Moving the lever to the 'park' position placed the car into neutral and engaged a lock pawl on the transmission's output shaft. Moving the park lever out of 'park' position unlocked the shift buttons so that a driving range could be selected. The buttons were replaced by conventional steering column- or floor-mounted shift levers in all automatic Chrysler-built vehicles for the 1965 model year, though floor levers were available in certain sporty 1964 models.

47rh

Like a vehicle with a General MotorsHydramatic, a vehicle with a Torqueflite transmission starts out in first gear when the drive or second position is selected. This is in contrast to vehicles with several automatics from Ford and Borg-Warner, which start out in second rather than first if the second position is selected.

With 1962 came the addition of a canister-style fluid filter installed in the cooler line. For 1964, the canister filter was eliminated, and the transmission's internal intake screen was replaced by an efficient Dacron filter. Fluid life starting in 1964 was extended from 12,000 mi (19,000 km) to 50,000 mi (80,000 km), providing justification for the deletion of the drain plug from the oil pan.

For 1966, the twin-cable shift and park control mechanism (a holdover from the push-button operation) was replaced by a solid shift control linkage consisting of a series of pushrods, rotating rods and levers. The rear pump was eliminated, which simplified and cost-reduced the transmission but rendered push-starting impossible; Chrysler engineers reasoned that improved electrical and fuel systems reduced the need to push-start vehicles, and safety concerns weighed against doing so. The gated shift quadrants also permitted the deletion of the reverse safety blocker valve which, in TorqueFlites made through 1965, had shifted the transmission harmlessly into neutral if the reverse position were selected with the vehicle moving forward above approximately 3 mph (4.8 km/h). With the elimination of the rear pump the oil filter was designed with a single oil port.

In 1968, part-throttle downshift functionality was added to A-904 transmissions used with six-cylinder engines. This feature permitted the transmission to shift from third to second gear in response to moderate accelerator pressure. Previously, an automatic 3-2 downshift occurred only if the driver pushed the accelerator to the floor. This change was made to maintain acceptable in-town performance with taller final-drive ratios in the rear axle — 2.76:1 rear axle gears were being furnished in applications previously equipped with 2.93:1 or 3.23:1 gearsets. Part-throttle downshift functionality was extended to V8 A-904s in 1969, and to most A-727 transmissions in 1970 to 1971.

In 1978, most Torqueflite transmissions gained a lockup torque converter clutch to mechanically connect the converter's impeller and turbine, eliminating slip for better highway fuel economy. This addition required the removal of the torque converter drain plug.

For 1980, a wide-ratio gearset was released for the A904, A998 and A999, with 2.74:1 in first, 1.54 in second, and 1.00 in third.

Torqueflite was an available option or standard equipment, depending on model and year, on all Chrysler products: Plymouth, Dodge, DeSoto, Chrysler and Imperial. It was also used by American Motors beginning in 1972, where it was named Torque-Command, as well as by Jeep, International Harvester, Maserati Quattroporte, Monteverdi[1] and Bristol[2], as well as several brands of light and medium-duty trucks and panel vans. When installed in Dodge trucks and vans, the transmission was marketed as LoadFlite.

In the 1990s, the transmissions were renamed, however the original Torqueflite design remained the basis of many Chrysler designed (and built) transmissions through 2007 (and FWD transaxles through 2000).

Nomenclature[edit]

Torqueflite transmissions and transaxles made through 1991 were assigned arbitrary engineering designations consisting of the letter 'A' followed by three digits. 1992 and later units have four-character designations in which the first through fourth characters indicate, respectively, the number of forward speeds, torque capacity, drive type or transaxle orientation, and control system:

Forward speedsTorque capacityDrive typeControl
3 or 4
0 (low) to 9 (high)R (Rear wheel)
T (Transverse)
A (All-wheel)
H (Hydromechanical)
E (Electronic)

Rear-wheel drive transmissions[edit]

A466[edit]

The original TorqueFlite was designated A466, with a cast iron case, separate iron converter housing, and no parking pawl.

A727 (36RH/37RH)[edit]

The A466 was replaced in 1962 with the A727 (later renamed 36RH and 37RH), with a one-piece aluminum case to reduce weight by about 60 lb (27 kg). This was initially referred to in consumer-oriented publications as the 'TorqueFlite 8' to differentiate it from the A904. The A727 incorporated a parking pawl, with the sole exception of the 1962 Chrysler and Dodge 880 version, which had an extension-mounted drum brake. Compared to the early cast-iron transmissions, many and various internal improvements were featured, and it used a 10.75 in (27.3 cm) or 11.75 in (29.8 cm) torque converter. The heavier-duty A727 Torqueflites became — and remain — wildly popular for drag racing, off roading, and monster truck applications because of their controllability, reliability, ease/cheapness of repair and brute strength. Note there are unique bellhousing bolt patterns for the small block 'A' and big block 'B' engine versions of this transmission, and for the AMC/Jeep applications.

  • 1962-1978 361, 383, 400 B-Motor V8
  • 1962-1978 413, 426 Wedge, 440 RB-V8
  • 1966-1971 426 'Street' Hemi
  • 1964-1971 426 Race Hemi (super stock, etc.)
  • 1962-1966 318 'A' 'Poly' V8
  • 1968-1973 340 (all)
  • 1971-1978 360 (4-BBl only)
  • H.D. 225 RG slant six and 273/318 V8 (police, taxi, light-duty pickups, 'A' van, 'B' van). The RG application involved a factory adapter plate.
  • 1972-1978 AMC 'Torque-Command'
  • 1980-1991 Jeep (some)

Gear ratios:

123R
2.451.451.002.20

A518 (46RH/46RE)[edit]

The A518, later renamed 46RH (hydraulic controlled governor pressure) and 46RE (electronic controlled governor pressure), is an A727 derivative with overdrive, in the A500 ilk. Starting in 1990, it was used in some trucks and vans. The overdrive fourth gear ratio is 0.69:1.

Gear ratios:

1234R
2.451.451.000.692.35

Applications:

  • Dodge Ram pickup and vans 150/250/350 V8 and diesel engines (DGT)
  • Dodge Ramcharger SUV 1988-1993 5.2L & 5.9L V8
  • Jeep Grand Cherokee 1993 5.2L, 1998 5.9L
  • 1996 Dodge Dakota V8 (Also 98-03 Dakota 5.9L R/T)
  • 1998-2003 Dodge Durango 5.9L V8 (4WD or 2WD)
  • 1998–2003 Dodge Dakota R/T
  • 1994-1995 Dodge Ram 2500/3500 V8
  • 1995 Dodge Dakota 5.2L Magnum V8
  • X-1995 Dodge Ram Van 2500 5.2L Magnum V8

A618 (47RH/47RE/48RE)[edit]

The A618, later renamed 47RE (electronically controlled governor pressure) is a heavier-duty version of A518 also known as the 46RE (which also has electronically controlled governor pressure, versus the earlier RH version, which was hydraulically controlled). It was used in trucks and vans starting in the mid-1990s. While currently used with some internal changes such as the move from aluminum to steel planetary carriers and an increase in the number of clutch plates when coupled to the 5.9 L Cummins Turbo-Diesel and the 8.0 L V-10 applications, it's still a 727 with overdrive and stronger internal parts. It has an input torque rating of 450 lb⋅ft (610 N⋅m). The 48RE is an electronically governed, ECU controlled, four-speed heavy-duty overdrive automatic transmission, that is stronger than its predecessor, the 47-series.

The base design from the original Torqueflite remains largely unchanged and the addition of a 2-speed output shaft (overdrive unit) that is bolted to the back of the 3-speed transmission has only two ratios: direct (1:1) and overdrive (.69:1). While lubrication to the overdrive unit was a challenge early on, this challenge was later overcome with factory improvements and/or aftermarket valve body kits. The overdrive planetary has six pinion gears (unlike the 5 pinion used with the A518 used with the Cummins turbodiesel) which is often used as an aftermarket replacement for the stock 4 pinion planetary used with the lighter duty transmissions.

Gear ratios:

47rh Transmission
1234R
2.451.451.000.692.21

Applications:

  • Dodge Ram pickups 2500/3500 ISB Diesel and iron V-10 (DGP)
  • Dodge Ram SRT-10 (DGP)f
  • 1996-2002 (Also some early production 2003's) Dodge Ram 2500/3500 Diesel/V10
  • 1994-1995 Dodge Ram 2500/3500 Diesel/V10
  • 2003-2004 Dodge Ram 2500/3500 ISB Diesel
  • 2003-2004 Dodge Ram 2500/3500 HO ISB Diesel
  • 2004-2007 Dodge Ram 2500/3500 600/610 Diesel
  • 2004-2006 Dodge Ram SRT-10

A904 (30RH)[edit]

For standard-duty applications in smaller and lighter vehicles with six-cylinder or small V8 engines starting with the 1964-1/2 273, the compact A904 (later 30RH) was introduced in 1960. This transmission used a 10.75 in (27.3 cm) torque converter. There was also a smaller version of this transmission used in the Dodge Colt/Plymouth Champ cars made by Mitsubishi in Japan. This smaller transmission used a 10 in (25 cm) torque converter. Note there are unique bellhousing bolt patterns for the Chrysler Slant-Six, small block V8 and AMC versions (both the six and V8s), including the obscure Chevrolet V8 bellhousing pattern when used with the Pontiac Iron Duke which was the base motor in some 1980-83 AMC and Jeep products (this bellhousing pattern is a rare find since transmission cores are usually sought after by drag racers building a Powerglide or TH200 derivative using THM2004R internals inclusive of a modified torque converter front face and/or torque converter adapter ring allowing the use of the TorqueFlite bolt pattern to a GM flexplate), and a GM 60 Degree V6 bolt pattern when used with the GM 2.8L LR2 of this transmission.

Uses:

  • 1960-1976 170, 198, 225 slant-six
  • 1964-1969 273 LA V8
  • 1967-1978 318 LA V8
  • 1975-1978 360 LA V8 with two-barrel carburetor
  • 1972-1977 AMC Hornet
  • 1972-1978 AMC Gremlin, AMC Matador with six-cylinder engines
  • 1976-1980 AMC Pacer
  • 1978-1983 AMC Concord
  • 1979-1983 AMC Spirit
  • 1980-1983 Jeep CJ, AMC Eagle with GM Iron Duke engine
  • 1983-1984 Jeep DJ-5M with AMC 2.5 L
  • 1984-1986, 1994-2000 Jeep Cherokee (XJ) with GM 2.8 L LR2 V6, AMC 2.5 L I4
  • 1986 Jeep Comanche (MJ) with GM 2.8 L V6, AMC 2.5 L I4
  • 1994-1995 Jeep Wrangler (YJ) with four-cylinder engine
  • 1997-2002 Jeep Wrangler (TJ) with four-cylinder engine

A998 (31RH)[edit]

The A998, later renamed 31RH was a medium-duty, narrow or wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with four direct friction plates. This transmission differed from the A904 by having a reinforced case and internals. Narrow ratios are 2.45/1.45/1.00:1 and wide ratios are 2.74/1.55/1.00:1.

Uses:

  • 1972-1988 AMC 6 cylinder and 304 V8 engines
  • 1987-1988 Dodge Dakota

A999 (32RH)[edit]

The A999 (later renamed 32RH) was a heavier-duty, wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with five direct friction plates. These automatics had lower first and second gear ratios to allow the lower-powered engines to provide better acceleration without sacrificing highway fuel economy.

Uses:

  • 1984-1989 Chrysler M platform vehicles with AHB 318 4bbl police option (Dodge Diplomat, Plymouth Gran Fury)
  • 1994-2003 Dodge Ram Van B150 with Magnum 3.9L V6 engine
  • 1994-2003 Dodge Dakota with Magnum 3.9L V6 engine
  • 1987-1995 Jeep Wrangler YJ with 6-cylinder engine.
  • 1997-2002 Jeep Wrangler TJ with 6-cylinder engine.
  • Jeep Wagoneer/Grand Wagoneer with the 258ci (4.2L) straight-6

A500 (40RH/42RH/40RE/42RE/44RE)[edit]

The A500, later renamed 40RH and 42RH (hydraulic controlled governor pressure) and 40RE, 42RE, 44RE (electronic controlled governor pressure, 1993-up), was an A904 derivative used in trucks and vans. Introduced in the 1988 model year on a limited basis, it was the first light-duty Chrysler four-speed automatic and was placed behind the 3.9 L and 5.2 L engines for light-duty purposes. Forward direct clutch drum (same as the A998) usually has a 4 friction disc pack - an A999 forward direct clutch drum with the 5 friction disc pack does interchange. A bolt in low/reverse overrun clutch assembly (shared with the A904 derivatives manufactured after 1988) uses a roller clutch which is shared with the GM THM200 and THM2004R. Much like the later production A904 with a wide ratio gear a double wrap low-reverse band is used. An extension housing mounted (New Process built) overdrive unit was bolted to the rear of the case to provide a total of four forward speeds; the extension housing and its internals interchange with the 46-48RH/RE (A518/618) - when overhauling the overdrive unit transmission rebuilders usually would use replacement parts from the A518/618 overdrive section since the A500 internals are light duty e.g. number of friction discs and thick pressure plates. The overdrive housing (RWD/2WD) uses an output shaft yoke commonly shared with the A727 and its later derivatives except the A618/48RE. Electronic governor pressure was phased in during the middle of the 1993 model year where it was renamed as the A500SE - Jeep Grand Cherokees equipped with the 4.0L used the A500SE/42RE since the middle of the 1993 model year replacing the AW4. Oil pans used with the A500SE/42RE is similar in design to the one used in the A500 with a clearanced area for the shift solenoid. The pan and filter were updated during the 1998 model year with some Dodge applications which has a deeper oil pan and a redesigned oil filter which is held with 2 valvebody screws (the single oil port filter does interchange with the older A500 and A904 derivatives along with the oil pan). This transmission was replaced by the 42RLE in 2004.

Gear ratios:

1234R
2.741.541.000.692.21

Applications:

47rh Transmission

  • 1989-2001 Dodge Ram pickup 150/1500 V6/V8(2WD)
  • 1989-2003 Dodge Ram Van B150/B250 V6/V8
  • 1989-2003 Dodge Dakota
  • 1993-2004 Jeep Grand Cherokee I6
  • 1996-1998 Jeep Grand Cherokee 5.2 V8
  • 1999-2003 Jeep Grand Cherokee 3.1 TD
  • 1998-2000 Dodge Durango 5.2L V8 (4WD (98-99) or 2WD (99-00))
  • 1998-2000 Aston Martin Virage V8 5.3L [2]

Front-wheel drive transaxles[edit]

The A404, A413, A470, and A670 are front wheel drivetransaxle derivatives of the A904 Torqueflite.

In the late 1970s, Chrysler designed the A404 TorqueFlite three-speed automatic transaxle for its front wheel drive Dodge Omni and Plymouth Horizon subcompact cars. This transaxle would be upgraded in the 1980s into the A413 and A670 units, which were progressively heavier-duty, for Chrysler's K-cars and their derivatives, including the minivans. The four-speed Ultradrive electronic four-speed automatic transaxle would eventually replace it, but the three-speed lasted for more than a decade after the 1989 debut of the four-speed unit.

A404[edit]

The light-duty A404 was used with the smallest straight-4 engines from Chrysler, commonly the 1.7 L Volkswagen unit.

A413 or 31TH[edit]

The A404 was strengthened to become the A413 (later 31TH) in 1981. This was used with Chrysler's 2.2 and 2.5 L K-car engines. It was available both with and without a lockup torque converter.

Dodge 47rh Transmission Years Made

Applications:

  • 1995-2001 Dodge/Plymouth/Chrysler Neon
  • 1982-1995 Chrysler LeBaron
  • 1987-1994 Dodge Shadow/Plymouth Sundance/Chrysler
  • 1978-1990 Dodge Omni/Plymouth Horizon
  • 1981-1989 Plymouth Reliant/Dodge Aries
  • 1989-1995 Dodge Spirit/Plymouth Acclaim
  • 1983-1988 Plymouth Caravelle
  • 1983-1984 Chrysler E-Class
  • 1983-1988 Dodge 600/Chrysler New Yorker
  • 1982-1983 Dodge 400
  • 1988-1993 Dodge Dynasty
  • 1983-1987 Dodge Charger
  • 1983-1986 Chrysler Executive
  • 1984-2007 Dodge Caravan/Grand Caravan/Plymouth Voyager/Grand Voyager
  • 1985-1989 Dodge Lancer
  • 1989-1991 Chrysler TC by Maserati

A415[edit]

Transmission

The A415 was developed for the 1.6 L Simca 1100 engine, but was not released for series production in the USA. It was used in Europe, on Talbot Simca, 1510 and Solara.

A470[edit]

The A470 was a strengthened version of the transaxle used with the 2.6 L Mitsubishi Astron engine in the K-cars from 1981 to 1985 and minivans from 1984 through 1987.

A670[edit]

The highest-specification three-speed transaxle was the A670. It was used with the 3.0 L MitsubishiV6 engine in Chrysler's cars and minivans from 1987 to 2000.

Gear ratios:

123RFinal
2.691.551.002.103.02

See also[edit]

References[edit]

  1. ^'TorqueFlite Transmission'. Allpar.com. Retrieved May 7, 2012.
  2. ^http://www.automatic-gearbox.co.uk/aston-martin-gearboxes/
47rh

47rh Transmission Pan

  • 'TorqueFlite Transmission'. Allpar.com. Retrieved February 22, 2006.
  • 'Mopar Trans ID Guide'. Car Craft.

47rh Transmission Rebuild Kit

Retrieved from 'https://en.wikipedia.org/w/index.php?title=TorqueFlite&oldid=1018816489'

47rh Transmission Problems

  • 2500 Dodge diesel bd performance transmission 47rh - $1,500 (Slaterville Springs)

    BD Diesel performance transmission for 94 dodge ram diesel 4 x 4 Purchased from BD never installed was over 6k new askin$ 1500 oh and I can’t ship Sorry

    Price:

    $1,500.00

    Posted:

    4 months ago

  • 2500 Dodge diesel bd performance transmission 47rh - $2000 (Slaterville Springs)

    BD Diesel performance transmission for 94 dodge ram diesel 4 x 4 Purchased from BD never installed $ 2000

    Price:

    $2,000.00

    Posted:

    9 months ago

  • 2500 Dodge diesel bd performance transmission 47rh - $2500 (Slaterville Springs)

    BD Diesel performance transmission for 94 dodge ram 2500 diesel 4 x 4 Purchased from BD never installed 2500

    Price:

    $2,500.00

    Posted:

    10 months ago

  • A618 47RH 47RE Performance Transmission Heavy Duty Rebuilt - $1295 (170 US 9 Bayville)

    A518 (46RH/RE) Level-2 HD Rebuilt Performance TransmissionRATED UP TO: 450hp and 475Tqstarting at-****$1195.00****UPGRADEABLE TO 1000HP+Our Level-2 Heavy Duty/Towing/Performance package is our most popular unit. This unit is built to last under the harshest driving conditions. This build comes with enough modifications to withstand most vehicles on and off road. Every unit is disassembled, inspect

    Price:

    $1,295.00

    Posted:

    1 year ago

  • Ram V10 engine 47rh transmission 231d 241 dhd transfer case - $3 (Sorrento)

    Currently in a 1998 model 2wd. Camshaft bearings have become damaged. Bottom end was rebuilt without replacing the top end together. I have many other parts.

    Price:

    $3.00

    Posted:

    1 year ago

  • Ram Diesel 47RH 2wd Transmission - $400 (SORRENTO)

    In working order. Core expected.As always, it's suggested to replace the rear and front seal as well as the fluid filter. I suggest Wix filter from either O'Reilly's or RockAuto dot-com

    Price:

    $400.00

    Posted:

    1 year ago

  • 47RH transmission - $200 (Northern Johnston)

    Selling a 47RH automatic transmission. Pulled it out of my ‘95 Dodge 3500 dually 5.9 Cummins because it was often dropping out of overdrive. This transmission is being sold as a core. The replacement transmission I placed in the truck did the same thing. I have since sold the dually.

    Price:

    $200.00

    Posted:

    1 year ago

  • Bd Diesel performance transmission 47rh - $2500 (Slaterville Springs)

    BD Diesel performance transmission for 94 dodge ram 2500 diesel 4 x 4 Purchased from BD never installed 2500

    Price:

    $2,500.00

    Posted:

    1 year ago

  • Dodge cummins 47rh transmission - $400 (HEDGESVILLE)

    1995 dodge cummins 47rh 4x4 transmission with torque converter and shift linkage and lines. Got it for a project and going a different route.

    Price:

    $400.00

    Posted:

    1 year ago

  • 47rh transmission - $1200 (Harwinton)

    Selling mild built 47rh transmission with np241dld tcase with a fresh rebuild, transmission has about 7k on it has a BD power triple disc enhanced stall converter, ATS billet input shaft, BD power stage 3 clutch kit, billet accumulator piston, new transmission tail housing, Transgo shift kit, afe deep dish pan. Also selling with the trans is a freshly rebuilt 241dld tcase, all new bearings, seals

    Price:

    $1,200.00

    Posted:

    1 year ago

  • 1994 1995 96 DODGE RAM 4X4 TRANSMISSION AUTO 47RH AND TRANSFER CASE - $750 (westboro, wi 54490)

    THIS IS AN AUTO TRANS FROM A 1994 or 1995 (maybe fit 96 as well) DODGE RAM WITH A 5.9L GAS MAGNUM V8 ENGINE. TRANS WORKED WELL AND IT IS VERY CLEAN, I SUSPECT THAT THE TRANS DOES NOT HAVE MANY MILES ON IT. SHIFTED VERY NICE. YES IT DOES COME WITH A WORKING TRANSFER CASE TOO.

    Price:

    $750.00

    Posted:

    1 year ago

  • 47RH Automatic Transmission from a 2nd Gen Cummins - $900 (Reserve, NM)

    Parting out a 1994 Cummins Automatic Dually Single Cab 2wd with only 180k4 speed automatic transmission47RH that was mounted to a 12 valve cummins 2nd gen. Very clean truck, only 180k highway miles. Would be good for a cummins conversion project or to replace a bad tranny. $900Call or text 575-537-160seven

    Price:

    $900.00

    Posted:

    1 year ago

  • 90 to 95 Dodge Cummins Automatic Transmission 47RH 4x4 - $1000 (Hico)

    For Sale: Used, Rebuilt 47RH Overdrive Transmission, Fits 90 to 95 Dodge 4x4 Trucks with the Cummins diesel. Good conditon, tested fine. I did a manual trans. swap on my 1995 2500 truck and that's why the auto. is for sale. Was Rebuilt about 50k miles ago. NO TRANSFER CASE inluded. This is a file photo. Located in Hico,wv 25854 $1000.

    Price:

    $1,000.00

    Posted:

    2 years ago

  • 47RH Dodge cummins transmission - $1

    I have a good rebuilt 2wd 47RH (4 speed w/ over drive and locking torqu converter) that would've came out of a 94/95 Dodge cummins pickup. I bought it to swap into a 1991 dodge cummins so I have the driveshaft, modified crossmember, flywheel, fluid lines, shift linkages, and the wiring harness with toggle switches for the overdrive lock and torque converter lockup to swap into your 89-93 dodge cum

    Price:

    $1.00

    Posted:

    2 years ago

  • 47RE Dodge Diesel Cummins 47rh transmission - $900 (Green/Roseburg)

    Professional Rebuilt 1994 47rh 2x4 non electronic transmission. With lockup torque conveter. Transmission comes with a two year warranty. There is a $600 core charge. Call text or email. Text get best response.

    Price:

    $900.00

    Posted:

    3 years ago

  • DODGE CUMMINS 47RH AUTOMATIC TRANSMISSION - $380 (Johnson city)

    Functioned as it should have. Shifted great. Customer went nv4500. Also have a 241dhd transfer case for extra. Was rebuilt not long ago. $380 47rh $400 tcase

    Price:

    $380.00

    Posted:

    3 years ago