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Question for 48RE owners
- Thread starter drtrox
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drtox,
I am no expert but the way I have noticed it shift is:
1-2 (100-200 rpm drop)
2-3 (100-200 rpm drop)
3-4 (200 rpm drop)
lockup (500 rpm drop)
Again I think ??? this is what is happening, but I'm sure that someone will correct me if this is wrong.
As far as speeds, the TC lockup in overdrive is 50mph and with OD locked out it's between 45-50.
Steve
I am no expert but the way I have noticed it shift is:
1-2 (100-200 rpm drop)
2-3 (100-200 rpm drop)
3-4 (200 rpm drop)
lockup (500 rpm drop)
Again I think ??? this is what is happening, but I'm sure that someone will correct me if this is wrong.
As far as speeds, the TC lockup in overdrive is 50mph and with OD locked out it's between 45-50.
Steve
Wow! 422 viewings and only one guy besides me has a 48RE. All I'm trying to go is find out if my trans shifts like everybody else's 48RE. Cause it sure doesn't shift like my 02 47RE did.
Here is how my 48RE works:
In OD the torque converter locks-up at 49 MPH.
With OD OFF the torque converter locks-up at 45 MPH.
If you drive it with light to moderate acceleration the trans shifts shift 1, 2, 3, 4, 4 lock-up.
If you accelerate hard the trans shifts 1, 2, 3, 3 lockup, 4 lock-up.
Just a note here: my 02 ALWAYS hit lock-up in 3rd before going to 4th on light throttle, or going to 4th L-U on heavy throttle. Also the 02 would lock-up at 35 MPH in 3rd.
How about some more feed back as to how YOUR 48RE operates?
Thanks, Don
Here is how my 48RE works:
In OD the torque converter locks-up at 49 MPH.
With OD OFF the torque converter locks-up at 45 MPH.
If you drive it with light to moderate acceleration the trans shifts shift 1, 2, 3, 4, 4 lock-up.
If you accelerate hard the trans shifts 1, 2, 3, 3 lockup, 4 lock-up.
Just a note here: my 02 ALWAYS hit lock-up in 3rd before going to 4th on light throttle, or going to 4th L-U on heavy throttle. Also the 02 would lock-up at 35 MPH in 3rd.
How about some more feed back as to how YOUR 48RE operates?
Thanks, Don
I'll have pay to more attention to where mine locks up. As for feedback, I thought this transmission was pretty good till I drove a guys 99 2500 with the DTT full meal deal. Now I realize this transmission is real mushy. I can live with it for now, in the future it will definately get worked over.
Only complaint I have is light throttle downshifts. It seems like it downshifts once, then again before you actually go any where.
Only complaint I have is light throttle downshifts. It seems like it downshifts once, then again before you actually go any where.
Snow man Said "Don, since you had an 02,can you tell me how mushy the stock TC is. Is it it an improvement over the 47RE's? . How about shift quality,is it soft and squishy or nice and solid. Thank you, John D"
Hi Snow man, The 48RE TC feels a little tighter to me then the 02 did, but it might just be the other characteristics of the transmission that make me think that. (I had a DTT TC in my 95, so I know what they are like. ) On light throttle, the shift fells positive but not harsh, with more throttle the shifts get noticably more firm. I and satisfied with the way the 48RE works overall. This is to be my "retirement truck" so I am going to keep it in warranty and not get crazy. No matter what you do, it seems there is always someone faster, more hp, more tq, whatever. I quit that game for now and I'll just be happy with "stock". It is an "AWESOME TRUCK"
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Hi Snow man, The 48RE TC feels a little tighter to me then the 02 did, but it might just be the other characteristics of the transmission that make me think that. (I had a DTT TC in my 95, so I know what they are like. ) On light throttle, the shift fells positive but not harsh, with more throttle the shifts get noticably more firm. I and satisfied with the way the 48RE works overall. This is to be my "retirement truck" so I am going to keep it in warranty and not get crazy. No matter what you do, it seems there is always someone faster, more hp, more tq, whatever. I quit that game for now and I'll just be happy with "stock". It is an "AWESOME TRUCK"
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My '03 2500 H/O 48 re shifts exactly as drtrox described.
However, after the initial lock-up in direct drive at about 47 mph,
lock up will be initiated again at about 35 mph, as long as the
vehicle is not stopped. Once stopped, it starts over again.
Does anyone have any feedback on whether this lock-up speed
is adjustable? Seems to me that having such a high threshold
for lock-up partially defeats the benefit of having it.
It does lock-up hard though- like a friends '97 with a Pro-Torque.
However, after the initial lock-up in direct drive at about 47 mph,
lock up will be initiated again at about 35 mph, as long as the
vehicle is not stopped. Once stopped, it starts over again.
Does anyone have any feedback on whether this lock-up speed
is adjustable? Seems to me that having such a high threshold
for lock-up partially defeats the benefit of having it.
It does lock-up hard though- like a friends '97 with a Pro-Torque.
I agree with everything that is said, It shifts crisp and clean, but under moderate load, My floorboards are to close to the pedal (55 plus) and I see Red on my tack,This is our first diesel we owned and really impressed by the low end torque it has but was use to the response of our (98 LWB v-10) in the 55-75mph. being able to change shift points might help. We test drove 47r and it kept on searching for the proper shift, with some hesitation.
I'm just breaking mine in now (only 300 miles at this time) but it's preforming just like those that have posted above. My question is this, what rpm's are you at in lockout at 45 mph? Mine is dead on 2000 rpms, I thought it would be around 55 mph. So much for that thought, hu ? 
Now remember, I just switched to the Auto, been running a stick up to now. At this early point I really like it, but as you can see I'm a real NEWBE in this area of Auto's, have tried to shift with the clutch three times so far (luckily I only grazed the brake with my left foot) . We'll see if we like it as well as the Y2k when this one reaches 150 K.
My above information is wrong. At 2000 rpms in lockout mine is doing 50mph not 45mph. I have also found out if I leave my trk in lockout until reaching 2600 rpms and then go to OD, the rpms are almost "exactly" the same as shifting under load with my former Y2k setup from fourth to fifth. Which was great and I might add I think this one is somewhat stronger than my former set up in the Y2K. Will see, were going to Yellowstone for a couple of weeks on the 5th of July. That will be the real test.
It sure looks to me at this point a 373 rear end with 17" wheels gives us the same set up as a 354 rear end with 16" wheels - Which I am very glad to see. With the VA and boost module that was a sweet towing setup. Oo.
Now remember, I just switched to the Auto, been running a stick up to now. At this early point I really like it, but as you can see I'm a real NEWBE in this area of Auto's, have tried to shift with the clutch three times so far (luckily I only grazed the brake with my left foot) . We'll see if we like it as well as the Y2k when this one reaches 150 K. My above information is wrong. At 2000 rpms in lockout mine is doing 50mph not 45mph. I have also found out if I leave my trk in lockout until reaching 2600 rpms and then go to OD, the rpms are almost "exactly" the same as shifting under load with my former Y2k setup from fourth to fifth. Which was great and I might add I think this one is somewhat stronger than my former set up in the Y2K. Will see, were going to Yellowstone for a couple of weeks on the 5th of July. That will be the real test
. It sure looks to me at this point a 373 rear end with 17" wheels gives us the same set up as a 354 rear end with 16" wheels - Which I am very glad to see. With the VA and boost module that was a sweet towing setup. Oo.
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Here are some pictures of the internals of the 48re. These are from the ATS transmission guys.
http://forums.atsdiesel.com/showthread.php?s=&threadid=154
BTW, I read in the dieselram.com forums that the 48re is approved for an exhaust brake. Is this for real? I thought the testing was still going on.
Mine shifts very well, firm and crisp, and firmer when you put the fuel to it. I do get a hard lock up at around 38mph with a light foot and flat road.
http://forums.atsdiesel.com/showthread.php?s=&threadid=154
BTW, I read in the dieselram.com forums that the 48re is approved for an exhaust brake. Is this for real? I thought the testing was still going on.
Mine shifts very well, firm and crisp, and firmer when you put the fuel to it. I do get a hard lock up at around 38mph with a light foot and flat road.
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When talking with D/C Customer Service about the status of mine, I kept bugging them about this issue.
Finally, one of them told me to have the Service Manager get in touch with StarTech.
Mine had one installed before I took delivery.
HOO HAA! It's wonderful when towing the fiver! Oo. Oo. Oo.
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Originally posted by RMcCulloch
Mine had one installed before I took delivery.
RMcCulloch, when did you take delivery? I just purchased my truck 2 weeks ago and I still can't get a straight answer from any of the dealers in my area about the Jake with the 48RE.
Anyone else have the Jacobs with the 48RE?
As stated in previous posts, when calling D/C Customer Service to check on the build/ship status of my truck (built 3/3/3! ), I'd always ask about the availability of the 48RE/Jacobs approval.
Finally, to get me off their back, they told me to have the Service Manager call StarTech about it. I did.
[At the time, my truck was sitting 60 miles away waiting for the paint quality check.
]
When the salesman called to tell me that the truck was finally on the delivery schedule, he also told me that D/C had approved the Jacobs installation and that there'd be no warranty issue.
Being a trusting soul, I checked this with the Service Manager who confirmed it.
All along, while asking about the combination, I'd stressed that if there was going to be any adverse effect upon the warranty, I would pass on it.
When I took possession of the truck, the Jacobs was already installed. Oo.
One reason that they may be reluctant to give "Public" approval concerns the 2004s: According to the Cummins site, they're looking to use a variable-gate turbocharger as an emission aid for next year. IIRC, an exhaust brake doesn't work too well with this type of turbo. [I could easily be wrong, although the 6. 0L Navistars don't use exhaust brakes but do use the variable turbos... ]
If the 2004s can't use them, it's unlikely that D/C would spend the money to publicise something that would only work on drivetrains produced for only 4 months.
Offhand, my suggestion to those with a 48RE that want one would be to make good friends with their Service Manager and have the SM call StarTech about it.
), I'd always ask about the availability of the 48RE/Jacobs approval. Finally, to get me off their back, they told me to have the Service Manager call StarTech about it. I did.
[At the time, my truck was sitting 60 miles away waiting for the paint quality check.
]When the salesman called to tell me that the truck was finally on the delivery schedule, he also told me that D/C had approved the Jacobs installation and that there'd be no warranty issue.
Being a trusting soul, I checked this with the Service Manager who confirmed it.
All along, while asking about the combination, I'd stressed that if there was going to be any adverse effect upon the warranty, I would pass on it.
When I took possession of the truck, the Jacobs was already installed. Oo.
One reason that they may be reluctant to give "Public" approval concerns the 2004s: According to the Cummins site, they're looking to use a variable-gate turbocharger as an emission aid for next year. IIRC, an exhaust brake doesn't work too well with this type of turbo. [I could easily be wrong, although the 6. 0L Navistars don't use exhaust brakes but do use the variable turbos... ]
If the 2004s can't use them, it's unlikely that D/C would spend the money to publicise something that would only work on drivetrains produced for only 4 months.
Offhand, my suggestion to those with a 48RE that want one would be to make good friends with their Service Manager and have the SM call StarTech about it.
I did several tests of my 48RE with the HO yesterday, to see where lockup occurs. What I found was that regardless of OD on or off, the lockup always occured at 48-49mph, under light to moderate throttle, with my truck empty.
So the shift pattern either went 1,2,3,4, lockup @ 48mph or it went 1,2,3,lockup @ 48mph.
If the OD was on, it would unlock when slowed to about 44mph. If the OD was off, it would unlock down near 30mph (this was hard to gauge).
The shift pattern makes sense, as lockup can't occur until shifting is complete, or the shift will be very harsh. Either that, or it will need to lock, then unlock to shift, then relock after sihft.
The kickdown actually does this, and its really noticeable when towing. When you are in OD lockup, and you kickdown, it first goes to 3rd without lockup, then it goes into 3rd with lockup. Under a heavy load, the 3rd lockup takes quite a while (~5 seconds?).
The part that doesn't make sense is how high a speed that's required for 3rd gear lockup, when OD is off. That should be a much lower speed.
So the shift pattern either went 1,2,3,4, lockup @ 48mph or it went 1,2,3,lockup @ 48mph.
If the OD was on, it would unlock when slowed to about 44mph. If the OD was off, it would unlock down near 30mph (this was hard to gauge).
The shift pattern makes sense, as lockup can't occur until shifting is complete, or the shift will be very harsh. Either that, or it will need to lock, then unlock to shift, then relock after sihft.
The kickdown actually does this, and its really noticeable when towing. When you are in OD lockup, and you kickdown, it first goes to 3rd without lockup, then it goes into 3rd with lockup. Under a heavy load, the 3rd lockup takes quite a while (~5 seconds?).
The part that doesn't make sense is how high a speed that's required for 3rd gear lockup, when OD is off. That should be a much lower speed.
I agree with Steve Belt's comment that 3rd gear lockup speed is
too high- my 2500HO shifts exactly as his does. When I had the
steering box replaced, I had asked the dealer about lowering
it, but was told it was not adjustable as it was on the older
trucks. Also, it does not hold trailing throttle lockup in 3rd as it
does in manual "2" and O/D. Does anyone know of a fix for
this, besides an aftermarket controller?
too high- my 2500HO shifts exactly as his does. When I had the
steering box replaced, I had asked the dealer about lowering
it, but was told it was not adjustable as it was on the older
trucks. Also, it does not hold trailing throttle lockup in 3rd as it
does in manual "2" and O/D. Does anyone know of a fix for
this, besides an aftermarket controller?
The only fix is an aftermarket locking device. I use the Suncoast Torque Locker TLIN. It is adjustable with a potentiometer inside the box, which I drilled for quicker adjustment. It allows lockup of 3rd to hold until about 28mph, which is at just over idle. You have to tap the throttle to manually downshift with this trany, as the downshift cannot occur with the TC locked, but this is a skill easily learned. Even though the controller is set for 28 mph, in 2nd gear, you can decelerate still to 25 mph, which is the stock lockup disengagement for second gear, and overrides the controller. If you want the trany to lock up faster a quick jab of the throttle before decelerating will induce lockup with the Torque Locker.
48RE Slipping
Blakers asked whether anyone has experienced any slipping with the 48RE. I believe I have. The truck is only a week old and its happened about 3 times, but not consistently. It happens when shifting from 2nd to 3rd under hard acceleration. It has happened under load and under no load. Basically revs like its missed a gear and when I get off the throttle it immediately shifts. Fluid is fine.
Anyone else out there seeing the same thing???
Blakers asked whether anyone has experienced any slipping with the 48RE. I believe I have. The truck is only a week old and its happened about 3 times, but not consistently. It happens when shifting from 2nd to 3rd under hard acceleration. It has happened under load and under no load. Basically revs like its missed a gear and when I get off the throttle it immediately shifts. Fluid is fine.
Anyone else out there seeing the same thing???
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Issue 128 – Digital Version
Digital Magazines
FREE!
TDR Test Drive - Digital Edition
Renew
Subscribe
Gift Subscriptions
Back Issues
Subscription Status
Address Change Form
Buyer's Guides
Ram Diagnostic Trouble Codes
The Perfect Collection
The Perfect Collection Vol. II
TSB Updates
Dodge/Cummins Historical Overview
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What Makes Us Tick?
Product Showcase
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