Remanufactured 42RLE Transmission Price
Alternative Name: 42LE
*Core: Waived for 30 Days
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Why Chose Reman-Transmission.com
Best Price Guarantee
Flat Rate Shipping
Up to 5 Years Unlimited Mile Warranty
Torque Convertor Included
No Core Charge for 30 Days
Free Shippng on Core Return
Why Chose Reman-Transmission.com
Question to Ask
Is shipping free?
We offer Flat Rate shipping
Additional or Store Pickup
Who pays for Core Return?
You Do (Store Drop off)
Do I pay for Core today?
No, we waive Core Charge for 30 days*
Yes, but will be refunded when shipped back
Is torque convertor included?
What is the warranty?
Up to 5 years/Unlimited miles
Up to 3 years/Unlimited miles
Best Price Guarantee?
Yes! (for comparable conditions only)
About Our Remanufactured 42RLE Transmission
Along with your engine, the transmission is one of the most important components of your vehicle. And if your 42RLE transmission has begun to give you problems, it's a smart decision to choose a quality used 42RLE transmission or premium remanufactured 42RLE transmission from Reman-Transmission — a leading automotive parts supplier.
Just as the name suggests, a used 42RLE transmission is simply one taken from a previous vehicle. Our used 42RLE transmissions are by far the most economical option we have for a 42RLE transmission replacement but we don’t skip in quality. We make sure every used transmission that leaves the warehouse is in working condition so when you drop it in your ride, it’s ready to go. Alternatively, if you're looking for the highest level of quality and longevity out of your transmission replacement, going with a remanufactured 42RLE from Reman-Transmission is your best option. Our remanufactured transmissions are carefully reconditioned and refurbished to deliver the highest level of performance for several years to come. While a typical transmission rebuild only involves fixing broken parts, the transmission remanufacturing process at Reman-Transmission is more comprehensive and in-depth.
During our highly-detailed remanufacturing process, our specialized, professional technicians carefully remachine any part or replace them with genuine Original Equipment Manufacturer — OEM — parts. This step is very different from the process involved with a cheap rebuilt 42RLE transmission—where only the parts that do not work are replaced. At Reman-Transmission, we go above and beyond with a superior process in place to deliver superior results at the best price. Our advanced remanufacturing process includes:
- An improved and remanufactured torque converter is standard with every transmission from Reman-Transmission.
- We go the distance to mitigate the likelihood of vibrations, front seal leaks, and premature bushing wear by carefully testing all torque converters for lock-up, leaks, balance, and concentricity.
- Before being marked as remanufactured, each fully remanufactured valve body is independently tested for exceptional function.
Because we go the distance in ensuring the highest quality remanufactured 42RLE transmissions, we are more than proud to stand behind our work. Our goal is to empower you to buy with confidence, coinciding the most affordable, long-term cost. All remanufactured transmissions from Reman Transmissions include the industry's best, no-hassle, coast-to-coast warranty. This warranty includes an up to 5-Year/Unlimited Mileage warranty as well as free shipping to any commercial address in the United States.
Our 42RLE Transmission Upgrades
A remanufactured and improved torque converter is included with every transmission.
To eliminate the possibility of front seal leaks, vibration, and premature bushing wear, all torque converters are tested for leaks, lock-up, concentricity, and balance.
Every fully remanufactured valve body, with complete system correction and recalibration kit, is tested independently.
All wear-prone valves are restored to stringent specifications and vacuum tested to confirm proper function.
Each remanufactured transmission is hot, cold, load, and simulated road tested using our proprietary CARS (Computer-Aided Road Simulation) dynamometer program.
All remanufactured transmissions are backed by the industry's best, no-hassle nationwide warranty.
42RLE Frequently Asked Questions
Is the 42RLE a Good Transmission?
Yes, the 42RLE is a good automatic transmission. In fact, the durable nature of the 42RLE has greatly contributed to the rugged and reliable persona of the Jeep Wrangler. If you're driving a JK Wrangler, Jeep Liberty, or TJ Wrangler, you're more than likely enjoying the reliability of a 42RLE.
How Do I Know If I Have a 42RLE Transmission?
You can easily identify whether you have a 42RLE transmission by distinct visual clues, but the best method is to use the part/model numbers and the date code. This information is located on the driver's side of the transmission above the oil pan gasket surface.
How Many Quarts of Oil Does the 42RLE Auto Transmission Take?
The 42RLE transmission will take about four quarts of ATF+4 when it's drained via the dropping pan or when it's serviced. On the other hand, the 42RLE transmission will need about 8.8 quarts of ATF+4 for dry fill.
Is it Cheaper to Rebuild or Replace a 42RLE Transmission?
A rebuilt/repaired transmission can seem less expensive based on the quote, but it usually costs significantly more in the long run. The best solution is to go with a remanufactured transmission for your car or truck that has been completely restored, tested, and warrantied.
42RLE History & Information
The 42RLE transmission is a true testament to American engineering. This advanced, 4-speed transmission was manufactured by the Chrysler car company. Commonly associated with different Jeep Wrangler, the 42RLE automatic transmission is also known as the Chrysler 42RLE, Ultradrive, or A606 transmission. In addition to being used for the Jeep Wrangler, the 42RLE was used in the Jeep Liberty, compatible for 2003 to 2006 TJ/TJ Jeep Wranglers, 2007 to 2013 Jeep JK Wranglers, the Dodge Charger, Ram 1500, and Dodge Challenger. Predecessor and associated transmissions of the 42RLE include the 41TE/A604, 42LE/A606, 40TE, 41AE, 62TE, and 40TES/41TES.
The 42RLE is based on the older 42LE and was typically found in FWD domestic cars. In these vehicles, the transmission was mounted sideways. It wasn't until the Original Equipment Manufacturer 42LE was modified in 2003 and started being utilized in RWD traditional applications that it became the 42RLE. Once modified, the transmission was used in the newly-minted Jeep Liberty — at the time. Let it be known that when it comes to stock transfer case compatibility depends on the make and model of the vehicle it was in; However, the most common transfer cases to be paired with this transmission from the factory are the NV144D, NP231 (NP231J), NP241 (NP241J), and the NV244.
The modification was made by removing the transfer chain, removing the integral differential, and altering the transmission case. These instrumental changes were performed at the factory to ensure superior performance and to route power flow through the rear of the transmission.
One of the most fascinating advancements of the 42RLE transmission was the introduction of the Ultradrive. As one of the first electronically controlled automatics, the Ultradrive technology included adaptive shifting memory that works to learn the driver's habits controlled by the Transmission Control Module (TCM). At the same time, the 42RLE featured an Electronically Modulated Converter Clutch (EMCC) that is housed within the automatic torque converter. This feature is engineered to serve as a shock absorber for brash and harsh shifting.
Unfortunately, the Ultradrive feature failed due to significant unreliability. The problems associated with the Ultradrive can largely be attributed to the rush to get it to market —namely, labeling issues. Even though the fluid dipstick and owner's manual suggested the use of Dexron transmission fluid, this fluid caused the transmission to malfunction. And when owners no longer used the fluid, those issues ceased to exist shortly after.
Another problem associated with the 42RLE transmission was that owners assumed the unit was malfunctioning when it was actually the limp mode feature. Whenever the computer received an incorrect reading from one of the sensors, the transmission would be forced into second gear only. Working as designed, this innovation would enable the vehicle to “limp" to the closest repair shop, while mitigating further damage to the transmission.
The issue caused owners to assume the transmission failed, which often led to premature replacement of the powertrain. And if the problem did originate from the second gear, the limp mode would completely disable the transmission and not allow it to move at all.
|42RLE Transmission Compatibility Chart|
|MAKE||MODEL||START YEAR||END YEAR|
|Diagnostic Codes for 42RLE Transmission|
|DIAGNOSTIC CODES||DESCRIPTION OF PROBLEM|
|P0120||Throttle Position Sensor Signal Circuit|
|P0122||Throttle Position Sensor/APPS Low|
|P0123||Throttle Position Sensor/APPS High|
|P0124||Throttle Position Sensor/APPS Intermittent|
|P0218||High Temperature Operation Activated|
|P0562||Low Battery Voltage|
|P0705||Check Shifter Signal|
|P0706||Check Shifter Signal|
|P0711||Trans Temp Sensor, No Temp Rise After Start|
|P0712||Trans Temp Sensor Voltage Too Low|
|P0713||Trans Temp Sensor Voltage Too High|
|P0714||Transmission Temperature Sensor Intermittent|
|P0715||Input Speed Sensor Error|
|P0720||Ouput Speed Sensor Error|
|P0725||Engine Speed Sensor Circuit|
|P0731||Gear Ratio Error in 1st|
|P0732||Gear Ratio Error in 2nd|
|P0733||Gear Ratio Error in 3rd|
|P0734||Gear Ratio Error in 4th|
|P0735||Gear Ratio Error in 4th Prime|
|P0736||Gear Ratio Error in Reverse|
|P0740||Torque Converter Clutch, No RPM Drop @ Lockup|
|P0743||Torque Converter Clutch Solenoid/Trans Relay Circuits|
|P0748||Pressure Solenoid Control/Trans Relay Circuits|
|P0750||LR Solenoid Circuit|
|P0751||O/D Switch Pressed (Lo) More Than 5 Minutes|
|P0753||Trans 3-4 Shift Solenoid/Trans Relay Circuits|
|P0755||2/4 or 2C Solenoid Circuit|
|P0760||OD Solenoid Circuit|
|P0765||UD Solenoid Circuit|
|P0770||4C Solenoid Circuit|
|P0783||3-4 Shift Solenoid, No RPM Drop @ Lockup|
|P0841||LR Pressure Switch Sense Circuit|
|P0845||2/4 Hydraulic Pressure Test Failure|
|P0846||2/4 Pressure Switch Sense Circuit|
|P0867||Line Pressure Fault|
|P0868||Line Pressure Low|
|P0869||Line Pressure High|
|P0870||OD Hydraulic Pressure Test Failure|
|P0871||OD Pressure Switch Sense Circuit|
|P0875||UD Hydraulic Pressure Test Failure|
|P0876||UD Pressure Switch Sense Circuit|
|P0884||Power Up at Speed|
|P0888||Relay Output Always Off|
|P0891||Transmission Relay Always On|
|P0897||Worn Out/Burnt Transaxle Fluid|
|P0932||Line Pressure Sensor Fault|
|P0944||Loss of Prime|
|P0951||Autostick Sensor Circuit|
|P0952||Autostick Input Circuit Low|
|P0987||4C Hydraulic Pressure Test Failure|
|P0988||4C Pressure Switch Sense Circuit|
|P0992||2-4/OD Hydraulic Pressure Test Failure|
|P1652||Serial Communication Link Malfunction|
|P1684||Battery Was Disconnected|
|P1687||No Communication with MIC|
|P1694||BUS Communication with Engine Module|
|P1714||Low Battery Voltage|
|P1715||Restricted Port In T3 Range|
|P1716||BUS Communication with Engine Module|
|P1717||No Communication with MIC|
|P1726||UD Hydraulic Pressure Switch Circuit|
|P1727||4C Hydraulic Pressure Switch Circuit|
|P1728||2C Hydraulic Pressure Switch Circuit|
|P1732||UD Pressure Switch Sense Circuit|
|P1733||4C Pressure Switch Sense Circuit|
|P1734||2C Pressure Switch Sense Circuit|
|P1735||Inadequate Element Volume 4C|
|P1736||Gear Ratio Error in 2nd Prime|
|P1738||High Temperature Logic Activated|
|P1739||Power Up at Speed|
|P1740||TCC O/D Solenoid Performance|
|P1756||Governor Pressure Not Equal to Target @ 15-20 PSI|
|P1757||Governor Pressure Above 3 PSI In Gear @ 0 MPH|
|P1762||Governor Pressure Sensor Offset Volts Too Low Or High|
|P1763||Governor Pressure Sensor Volts Too High|
|P1764||Governor Pressure Sensor Volts Too Low|
|P1765||Trans 12 Volt Supply Relay Control Circuit|
|P1767||Relay Output Always On|
|P1768||Relay Output Always Off|
|P1770||Inadequate Element Volume LR|
|P1771||Inadequate Element Volume 2C|
|P1772||Inadequate Element Volume OD|
|P1773||Inadequate Element Volume UD|
|P1775||Solenoid Switch Valve Latched in TCC Possition|
|P1776||Solenoid Switch Valve Latched in LR Position|
|P1781||OD Pressure Switch Sense Circuit|
|P1782||2-4 Pressure Switch Sense Circuit|
|P1784||L-R Pressure Switch Sense Circuit|
|P1787||OD Hydraulic Pressure Switch Circuit|
|P1788||2-4 Hydraulic Pressure Switch Circuit|
|P1789||2-4/OD Hydraulic Pressure Switch Circuit|
|P1790||Fault Immediately After Shift|
|P1791||Loss of Prime|
|P1792||Battery Was Disconnected|
|P1793||TRD Link Communication Error|
|P1794||Speed Sensor Ground Error|
|P1795||Internal Transmission Controller|
|P1796||Autostick Input Circuit|
|P1797||Manual Shift Overheat|
|P1798||Worn out / Burnt Transaxle Fluid|
|P1799||Calculated Oil Temp In Use|
|P2700||Inadequate Element Volume LR|
|P2701||Inadequate Element Volume 2C|
|P2702||Inadequate Element Volume OD|
|P2703||Inadequate Element Volume UD|
|P2704||Inadequate Element Volume 4C|
|P2706||MS Solenoid Circuit|