Remanufactured A518/46RE Transmissions: Specs & Updates

In This Guide

We can get you a remanufactured 46RE transmission from the factory, and you get a wholesale discount. We pride ourselves on customer service and as such offer a full-coverage 3-year warranty. The warranty can be transferred across state lines and has no mileage limit.

To get an estimate on a 46RE/A518, fill out the form below:


Vehicle Compatibility – Makes & Models

  • Dodge Ram pickup and vans 150/250/350 V8 and diesel engines (DGT)
  • 1988-1993 Dodge Ramcharger SUV 5.2L & 5.9L V8
  • 1998 Jeep Grand Cherokee 5.9L
  • 1993-1995 Jeep Grand Cherokee 5.2 V8
  • 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 v-8
  • X-1995 Dodge Ram Van 2500 5.2L Magnum V8

A518 Model Name Explanation

Until 1991, Torqueflite assigned their transmissions and transaxles received designations starting with the letter A followed by a three-digit number. Obviously, this made it hard to remember what a given transmission was supposed to be. In 1992, the naming schematic was altered. Now, they have a four-character model number. Each character denotes a quality of the transmission.

The first one is either a 3 or a 4, representing forward speeds. The second digit is a 1 through a 9, representing torque strength. This torque strength is a scale designated by Chrysler. The third character represents the drive type: rear wheel, all wheel, or transaxle. Finally, the fourth character denotes how the transmission is controlled. H means hydromechanical and E means electronic. Newer models are electronic.

A518 / 46RE Transmission Overview

The A518, later renamed to the 46RE or the 46RH depending on the model, featured prominently in Chrysler vehicles throughout the early 1990s. It was intended to replace the 727. The A518 has a similar layout to the A500, but more robust performance. It worked for V6 engines. Converting from the A727 to the A518 is relatively easy. It’s much easier to do this than it is to convert to a completely different transmission.

The A518 can make use of an overdrive that provides up to 30 percent more fuel efficiency than the standard drive. Not only that, it can also increase the working lifetime of the engine because it needs to turn fewer times per minute. Here are some of the gear ratios for the A518 from 1 to 4 and reverse: 2.45:1, 1.45:1, 1:1, 0.69:1, and 2.35:1.

The 46RE first appeared in 1996, compared to the 46RH, which was in production earlier. The 46RH had hydraulic controls that worked similarly to the A727, but it had slightly different internal parts. The most prominent example of this is the elongated tail, due to the addition of the overdrive gear that was not present in earlier models. You could find the A518 on transaxle and rear-wheel drive vehicles. When you’re switching out a transmission, research thoroughly to determine that it will match your vehicle’s motor.

The 46RE and the A727 contain a cross-compatible oil pan and screen, which can make it harder to tell the two models apart. If you have a tape measure it’s a little easier. Just measure the length. The 46RE comes in at about 38 inches, while the 727 is 35 inches. The measurement from the flange to the mounting block has a 1⅜-inch difference, with the 46RE as the slightly longer one. To be exact, the 46RE measures 24 ⅞ inches from the flange to the block.

Need Your Transmission Repaired? A good repair shop can be hard to find – especially on short notice. We’ll have the Cost Guide Certified shop in your area give you a call with a free estimate.

Finally, to distinguish the 46RH, check the driver’s side. Models made between 1990 and 1995 have a connector for the overdrive and torque converter solenoids. The connector for the 46RH has three pins. The 46RE, meanwhile, has a connector, but this connector uses an eight-pin connector for other electronic components. IF you have an older vehicle, you’ll want to use the 46RH.

Control of the 46RE

Torqueflite transmissions have a basic torque converter and the Simpson gearset, which Chrysler obtained the rights to in 1955. They use a sun gear and two planetary gear sets.
They had three forward gears and reverse, with the driver controlling the gear by pressing buttons built into the dashboard rather than the more customary gear shift lever.

You could find these gear buttons at the far left of the dash. Right-hand drive vehicles sold in Australia, the United Kingdom, and other places placed these on the right with the exception of the Dodge Phoenix, which placed the buttons on the left. The order tended to be R, N, 3, 2, and 1, just as many gearshifts do today. Occasionally, you could find the shift buttons aligned vertically or in a cluster.

Updates Made to Remanufactured 46RE Transmissions

  • Completely rebuilt valve body, which adds a new throttle valve, switch valve, manual valve, and pressure regulator valve. This provides an improvement in lubrication and shift response time.
  • Valve body modified to allow the torque converter to build an electrical charge while the vehicle is in park, making it easier to shift and reducing the strain on components.
  • Rebuilt pump that regulates and provides stabilized internal fluid pressure, promoting a cooler and more lubricated transmission.
  • Upgraded overdrive direct clutch with an eight-plate assembly and a thrust plate.
  • Updated standard overdrive clutch to a four-plate variety to increase the working load of the transmission.
  • The planetary assembly for the overdrive switched out for a five-pinion design, lessening the wear on each individual gear.
  • Switched out brake band strut, allowing ample space between the band and the drum and eliminating gear slipping and allowing the vehicle to go into reverse.
  • Torque output shaft measured and cut so it can fit both early and modern yokes for the driveshaft.
  • Added external cooler to increase cooling efficiency and act as a filter for transmission fluid which could otherwise be contaminated with debris
  • Bushings remeasured to custom dimensions, creating a more watertight and airtight seal inside the transmission and increasing fluid pressure and flow quality.
  • All metal surfaces coated with anti-rust compound for looks and part longevity.
  • New torque converter added, which is fully tested for a variety of attributes such as balance and protection against leaks. The new converter does not leak from the front seal or from the bushings, nor does it vibrate. This can make it more feasible for heavy-duty transmissions.
  • Transmission is tested for complete functionality by using a road simulation program under both idle and operational conditions at various speeds.

What’s Included

It can be frustrating to have to spend money on a transmission repair, especially when you don’t know what’s causing the problem. We can mitigate that frustration by providing a price including shipping that you can afford more than an all-new transmission. We can send it to an auto shop or to your home if you’re more of a DIY person.

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