Has anyone replaced the 48RE solenoid with the GM conversion solenoid?...what where the results if so ...Better or worse than the standard one....Is the installation a simple bolt on and should the govenor sensor be replaced at the same time?
FlyingLow said:Stronger bands
New solenoids
Shift kit
dhawk said:HELLO, MY NAME IS DUSTY HAWK FROM HTSTRANSMISSIONS.
THE 48RE IS AN EXCELLENT TRANSMISISON, HOWEVER, WHEN CHRYSLER CHANGED FROM THE 47RE TO THE 48RE THEY CHANGED SOME THINGS THAT ARE NOT GOOD FOR HI-PERF USE.
1) THEY WENT FROM A 3.8 TO A 5.0 SHIFT LEVER WHICH CAUSES 2-3 BINDUP AND ALSO THE 5.0 LEVER IS WEAK WHERE THE PIN GOES THROUGH IT TO HOLD IT IN THE CASE. ALTHOUGH CHRYSLER DID CHANGE THE TRANSFER CASTING OF THE VALVE BODY TO HELP 2-3 TIMING OUT, AND INCREASE THE CLEARANCE SPECS OF THE FRT CLUTCH, IT IS NOT ENOUGH.
2) THE GOV SOLENOID ALTHOUGH NOT A VERY GOOD DESIGN SINCE INTRODUCED IN 96, IS NOTHING MORE THAN A SYMPTOM. IT IS AN ELECTRIC OVER HYDRAULIC FADER VALVE. BASICALLY IT IS MAGNETIZED DURING OPERATION. THIS MEANS THAT WHATEVER DEBRIS THAT IS COMING FROM INSIDE THE TRANSMISSION THAT IS METAL GOES RIGHT TO IT. THIS ALSO MEANS CLUTCH FRICTION TOO. BY REPLACING THE SENSORS, OR SWITCHING TO ANOTHER SYSTEM, YOU ARE SIMPLY FIXING THE SYMTOM, NOT THE CAUSE.
3) FACTORY LINE PRESSURE IS AROUND 60 AT IDLE AND AROUND 135 AT WOT IN LOCKUP. AFTERMARKET VALVE BODIES RUN ANYWHERE FROM 80-100 AT IDLE IN GEAR TO 200 AT WOT IN LOCKUP. EVEN THOUGH THERE ARE WAYS TO HELP THE 2-3 TIMING IN THE VALVE BODY ITSLEF, YOU ARE ALSO CHANGING AVAILABLE OIL WHICH CAN MAKE THE PROBLEM WORSE.
THE 48RE IS CAPABLE OF CREATING 550 PSI IN REVERSE( I'VE DONE IT). THIS MEANS THERE IS NO TROUBLE FOR THE 48RE PUMP TO CREATE 200-220PSI IN FORWARD GEARS. ANYTHING MORE THAN THAT CAN DAMAGE THE BELLEVILLE SPRING IN THE REAR CLUTCH.
SHIFT TIMING, LOW LINE PRESSURE FROM FACTORY SETUP AND INTERNAL LEAKS OF THE VALVE BODY, SLOPPY CLEARANCE SETUP ARE THE 48RE'S PROBLEMS.
HOPE THIS HELPS
DHAWK