I have a 48 in my SO early,03 ,mine is a heavy duty 4x4 ,I ordered a full trans at Goerend ,since I did not send mine trans to him for a core charge ,because I live in Europe (and the trans was fine ,only 50K)
Dave wanted to know for sure he build the right trans for me and asked me to take a picture from the 5 pin connector ,so he was able to see what trans it was.
Also I did call a Dodge dealer ,and by the vin nr they could tell it was a 48
he said :because its a heavy duty it has the 48 ???
Dave Goerend also said by the vin nr it was a 48 ,but said it could not harm if I called ,just to be sure.

only 1 week before the ship is here ,so I can install my trans ,can,t wait.

sterling

 

This is interesting because I have a 3500 Heavy Duty badging on the rear tailgate but my glovebox says it has a 47RE Trans in it. I guess I will have to find a dealer to run my VIN # to know for sure.

 

Don,t know if it is making any difference ,but mine is a canadian truck.
My glove box sticker says only: 4 speed automatic transmission,nothing about which trans .
Its in the vin ,number ,but don,t know how to see which trans ,anybody?

sterling

 

This has been covered several times in the past, but here we go....

If a 2003 truck has the High Output engine (305HP/555TQ), it is a 48re.

If a 2003 truck has the Standard Output engine (235HP or 250HP), it could be either. The easiest way to tell on a SO truck is by the build date on the driver's door data tag. If the truck was built in 2002, it is a 47re. If the build date is after March, 2003, it is a 48re.

If the build date is somewhere in-between those ranges, then you need to look in at the data tag in the glovebox. If it shows the transmission codes DG8 and DGA, it is a 48re. If it shows the codes DG8 and DGP, it is a 47re.

 

Blast Chamber,

Thanks for that info, that is really good information. I'm away from home at the moment and I won't be able to check until tomorrow night. Can't wait to find out which of the two junk transmissions I have based on the feedback from everyone on these trannys :-)

 

Junk transmissions? That's a little harsh.

The 47re had it's weak points, but the 48re addressed most of those. The only real weak spot on the 48re is the slushy torque converter. In reality, there have been posts on these forums that indicate the 48re actually has a lower instance of repairs than the mighty Duramax Allison or the Ford automatic. Everyone gives the Dodge trannys a bad rap for only having 4 gears, but with the flat torque curve of the Cummins 4 is really all you need IMHO.

 

Well I'm glad to hear that, I've only heard negative things but I think too many people end up beating the crap out of them with the tremendous amount of HP and Torque being added. I've only been going with what I've heard but we all know how that goes, you always hear the negative stuff and barely hear all of the positives. I have 56,000 miles and haven't skipped a beat on my tranny but then again I don't have any mods either. Hopefully I have 48re and can beef it up a little to accept some hp gains. As I mentioned I'm not looking to run down the drag strip just have some more power than the stock SO motor.

 

Blast chamber

You are right ,I have in the glove box the numbers for the 48re.
Also in the tag I found : anti spin differential
Does anybody know what this exactly mean?
Mine slips like crazy when its raining,and even when its dry it slips both tires for like 25 ft .

sterling

 

Here is a post from another forum that describes the American Axle Trac-Rite system, which is what the anti-spin designates......

The 2003 heavy-duty Ram uses and American Axle helical differential or Trac-Rite. The Trac_Rite differential is different then Trac-Lok in that it uses helical gears (Trac-Lok uses clutches) to transfer power to the opposite wheel when slippage occurs. The transfer of power from wheel to wheel is torque sensitive and must have both wheels spinning (not stationary) to function. It is possible for the Trac-Rite differential to not send power to a wheel if is not spinning. Example: Accelerating from as stop and one wheel is on ice and the other on dry pavement. If accelerating to fast, the wheel on the ice may spinand never send power to the whell on the pavement side. A slower start may be necessary to start the vehicles momentum.

A written test procedure for Trac-Rite is not listed in the repair manual and the following points should be noted: Testing the Trac-Rite differential while the vehicle is lifted and turning one wheel by hand, the opposite wheel will turn in the opposite direction. This is normal. If the Trac-Rite assembly has and internal failure it will lock axles 100% side to side.

To test the Trac-Rite process, raise vehicle on appropriate lift, place into gear and accelerate quickly (hard launch). A second technician will witness both wheels turning at the same speed at the start of the acceleration.
Another test for Trac-Rite is to slowly drive vehicle in an open area and completely turn wheels to one direction and accelerate hard.. The vehicle will experience tire hop or shudder. This is normal. Trac-Rite differentials do not require friction modifier and should be used only with SAE75W-90 GL-5 synthetic fluid PN 05102232AA.

The Trac-Rite differential found in the American Axles may look like the helical gears have ground away the case. Six small half circles are noticable on the side of the differential opposite of the ring gear. These openings are desinged for oil flow and are not the result of the helical gears grinding through the differential. Please do not replace the differential case or any other part of the axle due to these openings.

Note: All American Axles require Mopar lube part# 05102232AA synthetic and does not use a friction modifier.
RAB40: 01/13/2004

 

Mine is an 03, build date of March 03, I have the 48RE tranny.... I have nearly 100k on the clock, and I pull a 12klb fiver around in the summer... No problems to report...

 

The 47RE in the '03 was a much better tranny than the earlier 47's. I have driven both. The 47 in my '03 SO has stood up very well to an Edge Box for the last 40,000 miles, mostly mountainous driving with camper and sometimes boat as well.

My stock/Edge dyno figures were 195/265 hp, 335/465 tq. A very significant increase, with no mileage penalty. Your real worry isn't your tranny -- it's the EGT's. Get an EGT guage, definitely. I also have a tranny gauge, and even driving up a 10-mile grade at 25 lbs of boost, in the summer, pulling camper and boat, the tranny temp barely budges.

 

When I also had Goerend do my trans he asked me about the connecter on the trans. Dave said it was a 47re in a 48re case. I am under the impression that all the S.O. trucks in 03 came with the 47re until they ran out of them, then all went to the 48re for both S.O. and H.O. trucks. There may have been a few S.O. that got a 48re but not too many due to the majority built after March were the H.O. models. But I do believe the 47 guts in the 48 case that Dave Goerend described as true so the trucks wiring harness would be the same for whatever engine/trans it had due to the different plug on the 47re up to 02 model.