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 Mplatform 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
1972-91 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, direct
clutch discs, accumulator piston, manual valve, check ball sleeve, bands, 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)

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 9 direct clutch discs (in the overdrive assembly when
decompressing the 800 lb spring); also includes the overdrive planetaries - 1995+ will have
a 22 degree gear cut, available as a 4 or 5 pinion (5 pinion used with the 46-48RE)

The shift solenoid (4617210) and governor pressure sensor (late style - 1996-99
(560211403AA 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 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), 9699 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 00-06) be
swapped out and the upgrade parts used in its place (this also includes the steel
bracket).
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.