Does My Automatic Transmission Needs An Overhaul? (1996-2001 3.9L V6 Dodge Ram Pickup)

The 1996-2001 Dodge Ram full-size pickups equipped with the 3.9L V6 gasoline engine came with the 42RE four-speed automatic transmission.

This transmission is electronically controlled, which means that when something goes wrong, the issue could stem from either the internal mechanical components or the electronic system that handles shifting and operation.

In this tutorial, I'll walk you through how to identify the most common causes of transmission problems in these trucks.

I put this guide together to help you cut through the guesswork and zero in on the real problem —whether you're tackling the repair yourself or handing your transmission guy the key info he needs to get your Ram back on the road.

APPLIES TO: This tutorial applies to the following vehicles:

• 3.9L V6 Dodge Ram 1500 Pickup: 1996, 1997, 1998, 1999, 2000, 2001.
• 3.9L V6 Dodge Ram 2500 Pickup: 1996, 1997, 1998, 1999, 2000, 2001.

42RE Automatic Transmission Basics

As I mentioned at the beginning, your V6 Dodge Ram pickups is equipped with the the 42RE automatic transmission and used between 1996 and 2001.

If you're a DIYer or home mechanic, here's the least you need to know to make sense of how this transmission behaves when things go wrong:

• It uses an electronically controlled governor pressure system for gear selection and line pressure regulation.
• Shift timing is handled by a set of solenoids in the valve body, all managed by the vehicle's onboard computer.
• It has onboard diagnostics —you can pull trouble codes directly from the PCM (or TCM, depending on the setup).
• This is a 4-speed automatic that includes an overdrive gear for highway efficiency.
• Found in 3.9L V6 Ram trucks from 1996 through 2001.

The Most Common Transmission Failures

If you're trying to get to the bottom of a transmission issue, here's the most important thing to understand: automatic transmissions typically fail in a few predictable ways.

• Slipping or soft shifts: If the engine revs but the truck doesn't move with the power you'd expect —or shifts feel weak and sluggish— you're likely dealing with:
  • Low transmission fluid (check for proper level and condition).
  • Internal wear or damage within the transmission.
  • NOTE: If fluid level is OK, slipping is the biggest red flag that something inside the transmission —like the clutches or bands— is failing mechanically.
• Harsh or delayed gear changes: If shifting feels rough, jolts the truck, or there's a noticeable pause before Drive or Reverse engages, the usual suspects include:
  • Low fluid due to a leak somewhere in the system.
  • A misadjusted throttle valve (TV) cable, also called a kickdown cable.
  • Internal transmission damage.
• Stuck in one gear/won't upshift: If you put the truck in Drive, hit the gas, and it starts out in 3rd gear —without shifting— the transmission has gone into “limp mode.” This is usually triggered by:
  • Wiring or transmission sensor problems.
  • A faulty shift solenoid.
  • Internal mechanical failure.
• No overdrive or missing 4th gear: If your truck never seems to hit its final gear —or the "OD Off" button does nothing— check for:
  • Problems with the overdrive solenoid (also known as the 3-4 shift solenoid).
  • Internal mechanical issues preventing the shift.
• No torque converter lock-up: The torque converter is designed to "lock" at cruising speeds (in 3rd or 4th gear) to boost fuel economy. When it fails to lock, the likely reasons are:
  • Transmission fluid running low.
  • A faulty torque converter clutch (TCC) solenoid.
  • A malfunctioning throttle position sensor (TPS).

Throttle Valve Cable Adjustment

NOTE: Always begin your diagnosis by checking the transmission fluid level —low fluid can lead to delayed gear engagement and odd shift behavior.

After that, take a close look at the throttle valve cable (also known as the kickdown cable). It's designed to do the following:

• Signal the transmission how much throttle you're applying.
• Help the transmission decide whether to hold a gear longer, rather than upshifting too soon —especially under heavy throttle.
• Tell the transmission when to downshift, so it can deliver more torque and power when you need quick acceleration (like when you're stomping on the gas to beat the yellow light).

Since this cable plays such a critical role in shift timing and performance, inspect it for any visible wear or damage, and make sure it's securely connected to the throttle linkage at the throttle body.

The cable should glide smoothly and have proper slack. When the throttle plate is fully closed, the cable should have a slight bit of give —it should begin to move as soon as the throttle starts opening.

If the cable is too tight, you'll get firm, delayed shifts. Too loose, and the transmission may shift too early and too softly.

Adjusting the kickdown (TV) cable is pretty straightforward —just press the locking tab on the adjuster and slide it to set.

But don't skip the proper procedure —correct adjustment is key to making sure your truck shifts at the right time when you press the accelerator.

This video breaks it down clearly:

• Jasper Engines & Transmissions - How to Video - Dodge Throttle Valve Cable Adjustment (at: youtube.com).

How Can I Tell If It's Just A Solenoid Failure?

The 42RE transmission is electronically controlled and depends on multiple internal solenoids and sensors to function correctly.

These components are managed by the Powertrain Control Module (PCM), or in some setups, a separate Transmission Control Module (TCM). The module constantly monitors and adjusts shifting behavior based on data from these systems.

If any of these solenoids or sensors fail —or if the Transmission Relay that powers them fails— the transmission enters what's called 'Limp-In Mode', a backup mode that restricts normal shifting and limits driveability.

In Limp Mode, the transmission locks itself into 3rd gear —no upshifts, no downshifts— even when starting from a complete stop. It's designed to protect the transmission from further damage while still allowing you to limp the vehicle to a repair shop.

A strong indicator that the problem is electronic rather than mechanical is the lack of slipping between gears.

In electrical or solenoid-related failures, the transmission typically won't slip. Instead, it may stop shifting altogether, get locked into a single gear, or remain in second or third gear —all classic symptoms of Limp-In Mode. This behavior makes it easier to pinpoint the root cause as an electrical or control-related fault.

Here are some common signs that point to a solenoid malfunction or an electrical system failure:

1. The check engine light (CEL) is ON, and a diagnostic trouble code (DTC) related to a shift solenoid has been stored. Transmission-related codes typically follow the generic OBD II format and begin with P07XX, where the final two digits identify the specific issue.
2. You'll see one or several of the following transmission diagnostic trouble codes:
   • P0700: Transmission Control System Malfunction.
   • P0711: Transmission Fluid Temperature Sensor Circuit Range/Performance.
   • P0712: Transmission Fluid Temperature Sensor Circuit Low Input.
   • P0713: Transmission Fluid Temperature Sensor Circuit High Input.
   • P0720: Output Speed Sensor Circuit Malfunction.
   • P0740: Torque Converter Clutch Circuit Malfunction.
   • P0743: Torque Converter Clutch Circuit Electrical.
   • P0748: Pressure Control Solenoid Electrical.
   • P0753: Shift Solenoid A Electrical.
   • P0783: 3-4 Shift Malfunction.
3. You may see one, or several, of the following Manufacturer Specific DTCs:
   • P1756: Governor Pressure Not Equal To Target At 15-20 PSI.
   • P1757: Governor Pressure Above 3 PSI When Request Is 0 PSI.
   • P1762: Governor Pressure Sensor Offset Improper Voltage.
   • P1763: Governor Pressure Sensor Voltage Too High.
   • P1764: Governor Pressure Sensor Voltage Too Low.
   • P1765: Trans 12 Volt Supply Relay Control Circuit.
4. The speedometer does not work and you might have one of the following trouble codes:
   • P0500: Vehicle Speed Sensor Malfunction.
   • P0501: Vehicle Speed Sensor Range/Performance.
   • P0502: Vehicle Speed Sensor Low Input.
   • P0503: Vehicle Speed Sensor Intermittent/Erratic/High.
5. Your 42RE transmission remains in 'Limp-In Mode', which usually means it's locked in 3nd gear —no matter how fast you're driving.
6. When accelerating from a stop, the truck feels sluggish —that's because it's trying to move from a standstill in 3nd gear instead of 1st.
7. Once you get above 35 MPH, you'll hear the engine revving unusually high. This happens because the transmission isn't shifting out of 3nd gear, which has a low gear ratio.

So, how do you know if the problem inside your transmission is electrical or solenoid-related?

1. You'll see one or more transmission-specific diagnostic trouble codes —sometimes even an output speed sensor code —when you scan the system.
2. The transmission never slips, no matter how many test drives you take.
3. The truck remains locked in 3nd gear, showing classic signs of Limp-In Mode.

Now let's take a closer look at what it means when the issue isn't electrical —but instead points to real internal damage inside the transmission. That's what we'll cover on the next page.