ATS - GM Governor Pressure Solenoid Block Conversion Kit Dodge 1996-2007 3031002188

Part # 3031002188

GM Governor Pressure Solenoid Block Conversion Kit for Dodge 1996-2007. Serving truck enthusiasts for nearly two decades, ATS invents, designs, manufactures, and sells the world's most innovative diesel truck performance products-over 600 products for one-stop shopping. Whether you need power and efficiency for towing, off-road, recreation, or racing, ATS Diesel Performance can meet your needs, quickly and at a reasonable cost.

Features:

• Engine Manufacturer: Cummins
• Make: Dodge Diesel
• Models: 2500/3500
• Fuel Type: Diesel
• Sold As: Each

The governor pressure solenoid that Chrysler/Dodge/Jeep decided to use in all of their 42-RE, 44-RE, 46-RE, 47-RE and 48-RE transmissions from 2006 to 2007 is the #1 part number that Chrysler sells today. The reason Chrysler sells more of this part number 4617210 is because it is a faulty design. The governor pressure solenoid is placed into a very stressful environment, this solenoid is modulated by the TCM at a very high duty cycle to maintain the desired governor pressure needed to make the transmission up shift and down shift at the correct time. In 2006 Chrysler decided to replace the robust mechanical governor with a cheap small undersized solenoid to create the governor pressure that is necessary to allow the transmission to up shift. This change was the beginning of a cascading event of failures for the Chrysler RE transmissions. 


Most common codes are: "P1762 Governor Pressure Sensor Offset Volts Too Low or High", and "P1763 Governor Pressure Sensor Volts Too High". Other common indications of the governor pressure solenoid failing are delayed shift, no up shifts, 2nd and 3rd gear starts and shifts that seem to hesitate or shift too hard or too soft. A sticking or dragging Governor pressure solenoid can cause all types of shift concerns and lead to total transmission failure! In most cases replacing the Governor pressure solenoid will correct the majority of shifting concerns. But just replacing the poorly designed governor pressure solenoid with a factory solenoid is not the best choice, for years our only choice was to replace the solenoid with a new OEM unit to only have the same problem shortly after the new solenoid was replaced. This was extremely frustrating for the repair shop and the customer, needless to there had to be a better option. 

This is where we went to work to better understand why this solenoid was so common to failure and what we could do to prevent it! It just so happens that the governor solenoid has to do most of its work while the vehicle is at low speed, generally anything that is bellow 80 MPH! The closer the vehicle is at zero MPH the harder it has to work; this means the solenoid is at almost full duty cycle at speeds below 30 MPH. This is comparable to having your engine running at 80 to 100% duty cycle any time it is running, you start to get a good understanding why the little solenoid fails so often! We quickly realized the only way this solenoid was going to survive and become reliable is if we over size it substantially so it would have the strength to do the same amount of work at the same duty cycle so that is exactly what we did. 

During the hunt for a larger solenoid, we realized that the factory casting that holds the original solenoid was not large enough to house a larger solenoid. The factory casting proved to be a limitation when trying to upgrade the solenoid to a heavier duty unit. This is why there is now an optional “better” BorgWarner solenoid available for purchase. The BW solenoid is a bit better than the OEM Chrysler solenoid but not much better. We still continue to see failures on the BW solenoid as we did on the original OEM solenoid and many of the same shift concerns. 

The only true solution was to manufacturer a new billet solenoid block that would allow us to mount a true EPC (Electronic Pressure Control) solenoid in place of the original governor pressure solenoid. So that is just what we did, the new billet aluminum solenoid block houses a robust, time proven GM EPC solenoid that is designed to regulate pressure up to 300 PSI! Not only is the solenoid winding over twice the size of the original solenoid, but the hydraulic spool valve is also much larger and all steel instead of aluminum construction like the original Chrysler unit. The new redesigned GM Governor pressure solenoid block design has virtually ended all of the failures and shift concerns of the Chrysler RE transmissions. Upgrading to the ATS GM Governor pressure solenoid block is the best value and investment you can make to you RE transmission.

ATS recommends that you replace the Transducer sending unit 1999.5-2007 303-002-2230 or 1996 to 1999.5 303-002-2188 at the same time that you're upgrading the Governor pressure solenoid. The transducer is also known to fail, and it is housed in the same billet aluminum block that mounts the solenoid. The job of the transducer is to report the actual governor pressure and transmission fluid temperature back to the TCM. When this sensor starts to fail the inaccurate pressure reported back to the TCM can cause some very strange shifting concerns and can be very hard to diagnose. Replacing the transducer sensor is good insurance. The ATS upgraded governor pressure Billet Block/Solenoid//Transducer Sensor assembly is 100% interchangeable with any stock or aftermarket Dodge, Chrysler or Jeep RE valve body. The assembly bolts in place of the original casting and is 100% plug and play. We do recommend you install a new transmission filter at the same time you are upgrading the solenoid block assembly considering you will have the transmission pan removed to do the repair.