There are a lot of discussions that compare auto vs. 6-speed and those that bash the 48RE in general. How about some discussion about living with the 48RE for those of us that made that particular choice?

First off, I'd like to know what relatively simple enhancements might be available that can increase the life of this trans. I realize there are aftermarket builders who beef up the 48RE, but I want to know if there are any bolt-on or electronic plug-in devices that enhance its performance or, more importantly, help it run cooler? Of course, anything we do should not jeopardize the warranty.

I have experience with Ford's 4R100 which seems fairly comparable to the 48RE (last-gen trans with 4 speeds, no e-brake, had to be watched like a hawk to prevent problems, etc.). There were several options to make it perform better (increase line pressure, modify shift points). Some were inexpensive valve/spring kits. Others were electronic. Banks has a Transcommand module and Hypertech's PPIII is only one of a host of programmers that allow modifying some of the operating characteristics of the 4R100 (via the ECM). Is there anything like that available for the 48RE?

Also, what about heat. Heat was public enemy #1 for the 4R100. On the Ford forums, there were many discussions about overheating transmissions, what caused it, how to prevent it. Most of what I've read here about trans temps involves where to mount the gauges.

How about if we get into a discussion about towing with the 48RE, DOs and DON'Ts, what are the critical temps, what to do if you reach the threshold of overheating (by watching those gauges), aftermarket supplemental coolers and where best to mount them, how to tell if a trans has been overheated and what actions to take if it has . . . stuff like that?

Thanks to everyone who contributes here. It's a big help to those of us new to the Dodge family.

Neil

 

When parts are mass assembled the tolerances are not watched closely. Too costly. As buyers we are at the luck of the draw.
Best bet for best reliability is don't add power,( modifyed motor ) watch the heat and change the fluid every 10,000 to 15,000 miles.
If you know what you are doing you could slide under the truck when no-one is watching ( I prefer 4 am !!) and raise the pressure. BUT, this can cause some other issues, like shift timing and placement.
IMO, they fail because of not enough pressure and quality control at the factory. I hope they are getting better.

 

I believe the owners manual says not to change fluid until, something like, 50,000 miles? (Not sure, manual is in the truck).

I had the 47RE in my V10, and I changed the fluid every 15,000 (essentially annually), and it was very reliable. I thought that a bit excessive though, and was planning on going 30,000 miles with this transmission. Remember, I don't tow, but I do have a lead foot. I do have a temp gauge, and watch it like a hawk.

Are most on here recommending to err on the side of caution?

 

I would love to do a shift kit. This thing shifts like a sponge.

 

Mine shifts hard,lke the 47RE after DTT VB and TC,but it seems to lose a lot on take off,but midrange on it bites pretty good,as comparing to the old truck,but I still only have 600 miles on mine and have not towed yet,of course will know more when that happens.I am not sure if I am going to keep this truck,I really like it,but I miss the dually and the longer wheel base,it rides nice,but something tells me (Experience it towing) it will not ride like the dually did or handle as good,I may be wrong since it is a different animal from the 2nd gen trucks.but so far I like the 48RE.

 

I've been wondering just how much trouble there actually has been with the 48RE. Maybe everyone is a little gun shy after the earlier 47RE (I scorched one of those myself and have seen other problems). Just how much trouble has there been? I've heard about the thrust bearing problem and how it may be just with the brake, and how, when bombed, the temp shoots up while blasting around. Or how some people don't like the shift character, but that's not a defect.
I do plan to add a timing and duration box later when those get sorted out. Just a mild upgrade, not for racing. Doesn't the "8" in 48RE stand for 800 ft lbs torque rating?
Can we take a stock truck and run it full throttle while pulling a grade for several miles and not overheat the tranny? Yeah, I know, depends if your locked up or not. But that means we have to watch it, and that means we have to install gauges to watch it, and that means there's a problem. That's how I scorched my '93 tranny and I don't have gauges on my new one yet to keep an eye on it.
Just driving around, I like how it works but it is obviously an outdated design. I guess it's really a three speed torque-flite with an overdrive tacked on. A five speed unit with a lower low and more even gear spacing would be nice. But again, that's not a defect.
I don't want to baby it and I don't want to worry about it. I got the Cummins because it's the best engine I've ever seen for a truck. It's my second one and I love it! For a long time I wouldn't have anything but a stick, but I got really tired of shifting ALL the time.
So, has there really been problems with the 48RE beyond the few defects one would expect?

Wetspirit

 

I've been wondering just how much trouble there actually has been with the 48RE. Maybe everyone is a little gun shy after the earlier 47RE (I scorched one of those myself and have seen other problems). Just how much trouble has there been? I've heard about the thrust bearing problem and how it may be just with the brake, and how, when bombed, the temp shoots up while blasting around. Or how some people don't like the shift character, but that's not a defect.
I do plan to add a timing and duration box later when those get sorted out. Just a mild upgrade, not for racing. Doesn't the "8" in 48RE stand for 800 ft lbs torque rating?
Can we take a stock truck and run it full throttle while pulling a grade for several miles and not overheat the tranny? Yeah, I know, depends if your locked up or not. But that means we have to watch it, and that means we have to install gauges to watch it, and that means there's a problem. That's how I scorched my '93 tranny and I don't have gauges on my new one yet to keep an eye on it.
Just driving around, I like how it works but it is obviously an outdated design. I guess it's really a three speed torque-flite with an overdrive tacked on. A five speed unit with a lower low and more even gear spacing would be nice. But again, that's not a defect.
I don't want to baby it and I don't want to worry about it. I got the Cummins because it's the best engine I've ever seen for a truck. It's my second one and I love it! For a long time I wouldn't have anything but a stick, but I got really tired of shifting ALL the time.
So, has there really been problems with the 48RE beyond the few defects one would expect?

Wetspirit

 

I'd like to hear from some trucks with gauges, especially 48RE with trans temp. When pulling 8,000 to 10,000 pounds, what does the temp range do. I pull a 25 ft 7000lb 5th wheel, no supplemenal gauges.

 

Without having dropping the trans, how about just a trans. temp gauge and a deep dish Mag Hytec tranny pan. I added these at the same time and the only time my temp has ever gone above 165 F was

a) When idling for long amounts of time without the A/C on it goes up to 180. When I turn the A/C on (clutch fan) it shoots down to 160 F.
b) When I had my cold front on in the winter it shot right up going up hills in Wyoming, so I took them off.

I can't imagine this trans doesn't last quite a while with 165 F operating temps. That's towing and with an Edge EZ on 4.

 

Wolf,
I pull a toy hauler, combinded weight is about 18000 lbs. I do have a tranny temp gauge. The highest temp I have noted was 150*. Driving through the sand - pulling the trailer slow in 4X4 for several miles- It got up to 140-150* also. I believe the hardest thing you can do to your auto is back up for long distances pushing weight - you can boil your fluid doing that.

 

Gauges are a must in my estimation - particularly if you tow anything substantial (my 5er is over 10klbs). I plan to do some mild bombing to enhance towing capability (VA pressure box or duration box set to mild). The Mag Hytec tranny pan was something I had considered on my Ford. Yes, the extra fluid capacity should buffer the heat for a longer period of time, BUT it also means that when/if it does reach critical temps, it's going to take longer to cool back down. Have you had the dealer comment on possible warranty effects of the Mag Hytec pan?

Oh yeah . . . how do you do this? I think I read somewhere that babying the truck keeps the pressure lower and causes the trans to heat up faster. That would imply that the line pressure is somehow linked to RPM. Does anyone know what the scoop is there?


150deg, 165deg . . .

It sounds like, from the reports here of temps experienced while towing, the 48RE isn't likely to need any external, supplemental trans coolers. That's good to know.

Neil

 

GreenZ, thanks. Makes me feel good about my little set up.

 

Dtt
They have a page for adjusting the pressure. Also have a lot of good reading and straight forward info.
If you raise it too much you can set a code, then you will need one of their voltage regulators or a resistor.

 

I tow a 5th wheel that weighs around 10,000# and have a transmission temp guage. I pull in od and it doesn't budge off 140 degrees until I am stop and go through town, then it will get up to 150-170 degrees but will cool right off when on the highway in od. My dealer service tech said with towing occasionally that changing filters and fluid every 30,000 was plenty.

 

OK. So I'm hearing temps varying from 140 to 170.

What's the redline? It was about 230 for the 4R100.

What's the best procedure for recovering if you hit the redline? With my PSD, it was recommended to pull over and run at fast idle to circulate trans fluid through the radiator OTW (oil-to-water) cooler. I suppose if the fan clutch is engaged, it would help as well by causing more air flow through the radiator and the OTA (oil-to-air) cooler. Does turning on the AC engage the fan? That might be a good trick to know about if it does.

For that matter, does the CTD have both OTW and OTA coolers?

Neil