It's currently OE stock. My thinking is maybe little more and long lasting. I would maybe at most pull my boat around which as previously only weights maybe around 2,500 lbs. Mostly a back and fourth to work and local runs so I don't have to do a huge upgrade. The motor only has about 166,000 miles on it so it was about time for a rebuild. If 1 is OE then I would say 2. I'm not looking for over kill nut more for reliability. Thanks

 

On page 6 of MonteC's transmission corner, he has a list of parts for a member that towed a 7K pound trailer. Keep in mind, some have been made obsolete by other parts, like, the GM governor stuff is no longer required, Borg Warner makes a heavy duty governor solenoid.... (which is reportedly also self-cleaning.... which the stock one is not.) Sonax Sure Cure isn't available any more either, now it's just the zip kit. There is overlap there between RH and RE transmissions as well. I had a spread sheet at one time of what all the parts were, and pricing, (which would be seriously outdated by now) but, I have no idea where it went.... Haven't seen it in quite some time. (and I have been thru a couple computers since then.....) Might be on my NAS, but, it died, and I haven't done data recovery yet.

Something else to keep in mind, 47R? and 48R? hard parts will fit inside the 46 case. Some are significantly more heavy duty than what's in it now. (mostly the planetarys, and such.) You can build a 46R? that will take 700 horsepower.... but, that would be serious overkill. (which I am a real fan of....) So, some 47 parts, extra clutches/steels, and a few other improvements, and you can have a bulletproof trans. Don't skimp on the torque converter though.

 

I hate to put it this way but I want to keep it simple stupid. lol. This being my very first time doing a rebuild. I don't want to over whelm even my own self. It's not that I don't feel I'm capable of doing it but that I just don't want to bite too much off that I can't chew. My plan is to take my time and inspect everything as well clean them. keeping the video handy to rely on if I run into anything or need a refresh. From what I have seen. I am taking the 47 and 48 are just heavy duty upgrades like the c4 and c6 Ford transmissions? Meaning the case were same but internals are beefed up? I don't know since I never went inside either. This is just question to maybe get a better idea? I have time to gather as much knowledge I can before the rebuild happens.
Once I do get in there and tear it down. I will get some picture for you guys. I can't complain since I threw a few new parts in there and it didn't slip again for about a year but it's time to stop doing the band aid effect and just rebuild it to move forward.

 

The 47RE and 48RE transmissions were designed to handle the additional power output of the V-10 and diesel engines. The 46RE was designed to handle the power output of the V8 engines. Many of the parts used in the 47RE and 48RE can also be retrofitted to the 46RE (planetaries, drums, etc.) to make it a more durable transmission. The 47RE and 48RE cases are different from the 46RE case, since the bolt pattern behind the respective engines are different than the V8s.

When my 46RE was rebuilt a few years ago, I worked with my transmission rebuilder (who I've known personally for a very long time) to purchase several upgrades (drums, planetaries, extra clutches & steels, Transgo shift kit, Sonnax Sure cure, deep transmission pan, heavy duty towing/RV torque converter, etc.) to make the transmission more durable for towing/hauling.

 

A stock rebuild master kit with upgraded frictions and steels (pick your favorite), new Timken Torrington bearings, a shift kit and Borg Warner heavy duty governor solenoid. In the Zip Kit it has 1-4 shims depending how much "feel" you want when shifting. After a lot of reading I would go with the Raybestos GPZ now instead of the Alto Eagle Reds for a performance build.

 

Could you possibly post these kits you speak of? I don't really have any favorites since I'm pretty much in the process of learning here.lol. I'm going to speak with the daughter bf about a good time that would work with him on the weekend to pull this trans out. It's going to be fun because I don't have a slab to work on so this all will be done on some sheets of plywood but I have done that before in my early years.

 

Just for clarification, is your truck 2WD or 4WD?

 

2 Wheel drive. 1999 Dodge Ram 1500 5.2 SLT.

 

That's good. No transfer case to deal with. That should make removal much easier. If you have metric impact sockets (such as these, for example - https://www.harborfreight.com/38-in-...ece-67908.html) and some long 3/8" drive extensions, along with a good electric or air impact wrench, that will make removing the transmission bellhousing bolts a breeze.

 

Yeah. My press just came in as well as my picks and ring pliers. I will look into those impact sockets. I have a few extensions and knuckles. Since I have time. I may look into electric wrench. They differently useful. lol