Dodge Dakota 42RLE Transmission: Common Issues & Replacement Guide

If you drive a third-generation Dodge Dakota with the 3.7L V6 and an automatic, the gearbox bolted behind your engine is the 42RLE — Chrysler's four-speed, electronically controlled, rear-longitudinal overdrive automatic. It is a transmission I have dropped on a jack, cracked open on the bench, and slid back into Dakotas and Durangos more times than I care to count, and I can tell you it has a split personality. Maintain it sensibly and it will quietly outlast a lot of the truck around it. Ignore the fluid and the cooler, or hang a heavy trailer off the hitch on a hot day, and it will hand you a flashing overdrive light and a slipping overdrive clutch long before the odometer says it should.

This guide is the real-mechanic version, written for both the driveway DIYer and the professional installer who wants the straight story on the Dodge Dakota 42RLE transmission. We cover exactly what it is, how long it lasts, the specific failure points that put these units on my bench, the correct fluid and service procedure, how to buy a tested OEM used unit without inheriting somebody else's neglect, and how to install it so it does not come back as a warranty claim. Nothing here is generic "automatic transmission" filler — every detail below is specific to the 42RLE as it lives behind the 3.7L PowerTech V6 in the Dakota. We ship tested, warranty-backed used and remanufactured transmissions nationwide across the United States from our facility in Sheridan, Wyoming, so I will flag the buying and fitment details that actually matter once you have decided to go used.

Quick Specifications

Before we get into what breaks, here is the hard data on the Dakota's 42RLE. The "42" is the torque-and-gear designation, the "R" means rear-wheel-drive longitudinal mounting, the "L" is the electronic (lock-up/electronic) control family, and the "E" is electronic shift control. In plain terms it is the rear-drive, electronically managed evolution of Chrysler's earlier A500/42RE hydraulic four-speed, with the governor pressure solenoid and transducer that defined the older units replaced by full PCM/TCM control. The numbers below cover the unit as installed in the third-generation Dakota (2005–2011) behind the 3.7L V6.

Specification	Detail
Transmission family / code	Chrysler 42RLE (4-speed, Rear-drive, electronic, Lock-up)
Engine application (this page)	3.7L PowerTech V6 (also paired with the 2.4L four and 3.5L/3.8L V6 in other platforms)
Model years (Dakota)	2005–2011 Dodge Dakota (third generation)
Gears	4 forward speeds with overdrive, plus reverse
Gear ratios	1st 2.84 · 2nd 1.57 · 3rd 1.00 · 4th (OD) 0.69 · Reverse 2.21
Control type	Fully electronic — PCM/TCM controls shift timing, line pressure (EPC), and converter lockup
Torque converter	Lock-up (TCC) converter, electronically commanded
Approx. torque capacity	Light/medium-duty — roughly 350 lb-ft input range
Fluid type	Mopar ATF+4 (MS-9602) — do NOT substitute Dexron/Mercon
Total fill capacity	~9.5 quarts dry fill with converter (4WD slightly more)
Pan drop / filter service	~4 quarts replaced
Solenoid pack	Internal multi-solenoid pack with integral pressure switches and TR sensor
Drive configuration	2WD (4x2) and 4WD (4x4) variants; 4WD uses an adapter for the transfer case
Identification	Transmission ID on the case tag; verify 8th VIN digit (K = 3.7L) for application

Two things in that table matter more than the rest to anyone who works on these. First, the fluid is ATF+4 and only ATF+4 — this is not a Ford or GM box, and the friction characteristics of ATF+4 are part of how it shifts; the wrong fluid will make it shudder and bang. Second, it is fully electronic, so a great many "dead 42RLE" complaints are really a solenoid, a sensor, or a wiring fault, not a worn-out gearbox. Browse our verified inventory of this exact unit on the Dodge Dakota 42RLE automatic transmission product page, or see the full range on our transmissions category.

Reliability: How Long Does the Dakota 42RLE Last?

Let me be straight with you, because the 42RLE has a reputation that swings between "tough little Mopar four-speed" and "junk overdrive clutch," and neither extreme is the whole truth. The 42RLE is a light-to-medium-duty unit. It was designed for the loads a mid-size Dakota actually carries, and when it is treated that way — correct ATF+4 on a real service interval, a working transmission cooler, and an owner who is not towing 6,000 pounds up a grade in July — a healthy 42RLE behind the 3.7L commonly reaches 150,000 to 200,000 miles before it needs a rebuild. I have seen well-kept 4x2 Dakotas cross 200,000 still shifting cleanly into overdrive.

The other side of that coin is just as real. Heat is the enemy of this transmission, and the part that pays the price first is the overdrive (4th gear) clutch pack. The 42RLE's overdrive section is its weakest link, and on units that towed hard, ran low or burnt fluid, or never had a single fluid service, that OD clutch glazes, sheds material, and starts slipping anywhere from 110,000 to 140,000 miles. Once the clutch material starts contaminating the fluid, the slipping accelerates and the clock is genuinely running. The dividing line between the 200,000-mile survivors and the 120,000-mile failures is almost always the same: fluid discipline and cooling.

The good news for the used-parts buyer is that a 42RLE pulled from a 4x2 3.7L Dakota — a comparatively low-stress, light application — is generally far less abused than the same family yanked from a hard-working V6 Jeep Liberty or a fleet vehicle that towed all day. That is one of the reasons a tested OEM used 42RLE from a clean Dakota donor is so often a smarter buy than a bargain-bin rebuild of unknown quality and unknown core.

What separates the survivors from the early failures

In my experience the divide comes down to three things. First, fluid: units that got genuine ATF+4 service every 30,000 to 50,000 miles kept their clutch packs and solenoid pack healthy, while the never-serviced units cooked. Second, cooling: the factory cooler is marginal once you add a trailer, and the trucks that ran an auxiliary cooler kept their OD clutch alive far longer. Third, duty cycle: the 42RLE does not love being left in overdrive while lugging a load up a hill, and owners who used tow/haul discipline or simply locked out overdrive when towing got far more life out of it. History matters as much as mileage on this transmission.

Common Problems With the 42RLE Transmission

Every transmission family has its signature failures, and the 42RLE is no exception. Here are the issues I see come across the bench again and again, with the symptoms and root causes that separate a cheap solenoid or sensor fix from a full overhaul.

1. Overdrive (4th Gear) Clutch Pack Failure

This is the headline mechanical failure on the 42RLE. The overdrive section carries the unit's lightest-duty clutch pack, and it is the first thing to glaze and slip on a transmission that ran hot, towed hard, or lived on neglected fluid. The symptom is a flare or slip on the 3-4 upshift — engine RPM climbs at highway speed without a matching increase in road speed, and the truck feels like it is "hunting" between 3rd and overdrive. Once the OD clutch material starts shedding, it contaminates the fluid and accelerates wear elsewhere. Caught very early, an overdrive flare can sometimes be traced to a solenoid or low fluid, but a true slipping OD clutch is an internal repair and a strong sign the unit needs a rebuild or replacement.

2. Solenoid Pack and Pressure-Switch Faults

Because the 42RLE is fully electronic, it depends on an internal solenoid pack with integral pressure switches and a transmission-range sensor to manage shifts and line pressure. When the pack degrades you typically get harsh or erratic shifts, a flashing overdrive (O/D OFF) light, "limp-in" mode (the truck stuck in a single gear, usually 2nd or 3rd, with no upshifts), and stored codes such as P0731–P0734 (incorrect gear ratio in 1st through 4th), P0700 (TCM requesting MIL), or pressure-switch and solenoid-circuit codes. A worn solenoid pack is a known wear item on these and is far cheaper to address than a full rebuild. Always rule out the solenoid pack, its connector, and the fluid level before condemning the whole transmission.

3. Torque Converter Lockup (TCC) Shudder

A shudder or vibration felt at light throttle around 40–55 mph — often described as driving over rumble strips — is classic torque-converter lockup clutch shudder on the 42RLE. The most common cause is degraded or contaminated fluid that has lost its friction modifiers, which is exactly why ATF+4 and only ATF+4 matters. A fresh, correct fluid service cures many early shudders. If it persists after a proper flush and fill, the converter lockup clutch itself is worn and the converter needs replacement.

4. Limp-In (Failsafe) Mode

When the TCM detects a fault it cannot tolerate, it drops the 42RLE into limp-in mode — typically locked in one gear with no upshifts and a flashing overdrive light. New drivers panic and assume the transmission is destroyed. Often it is not: limp-in is the controller protecting the unit, and the trigger is frequently an electrical fault — a solenoid-pack issue, a speed-sensor signal loss (input or output speed sensor), a pressure-switch fault, or a corroded connector. Pull the codes before you yank the transmission; a scan tool earns its keep here.

5. Input / Output Speed Sensor and Wiring Issues

The TCM uses input and output speed sensors to calculate gear ratios and confirm shifts. A failing or intermittently signaling speed sensor, or a chafed/corroded harness, can trigger ratio-error codes (P0731–P0734) and throw the unit into limp-in even when the gear set is mechanically fine. I have "fixed" more than one condemned 42RLE with a sensor and a connector repair, so these are worth checking before assuming the worst.

6. Delayed or Harsh Engagement Into Drive or Reverse

A long pause before the truck "catches" when you select Drive or Reverse, or a hard bang into gear, points to low line pressure or worn internals. Common causes are low/burnt fluid, a tired pump, a worn valve body, or worn front clutch seals. Cold-morning delay that improves as the fluid warms is a textbook early warning of internal wear and should not be ignored.

7. Fluid Leaks: Pan Gasket, Output Seal, and Cooler Lines

Like any aging automatic, the 42RLE develops age-related leaks: the pan gasket weeps, the output-shaft seal at the tailhousing or transfer-case adapter seeps, and the steel cooler lines and their fittings corrode and drip. Low fluid is the single most common preventable killer of this transmission, so a leak that drops the level enough to starve the OD clutch can cause a failure that looks far more expensive than the dollar-store gasket that caused it. Inspect for leaks at every service.

8. Overheating Under Tow Load

The 42RLE's factory cooling is adequate for an unladen Dakota but marginal once you add a trailer and heat. Sustained high fluid temperature is what bakes the overdrive clutch and breaks down the ATF+4. Trucks used for regular towing without an auxiliary cooler are the ones I see come in with cooked fluid and a slipping OD. Heat management is not optional on this unit if you tow.

Pros and Cons

No transmission is perfect. Here is the honest balance sheet on the Dakota 42RLE, from someone who actually works on them rather than markets them.

Pros

• Simple, well-understood four-speed design — rebuild knowledge, parts, and cores are everywhere.
• Fully electronic control gives smooth, predictable shifts when the solenoid pack and sensors are healthy.
• Light-duty 4x2 3.7L application means relatively low stress and longer life when maintained.
• Shared across many Chrysler/Dodge/Jeep platforms, so used units and parts are plentiful and affordable.
• Many "failures" are inexpensive electronic faults (solenoid pack, speed sensor) rather than worn gearsets.
• A pan-drop ATF+4 and filter service is a genuine driveway job.

Cons

• The overdrive (4th gear) clutch pack is the weak link and the first thing to slip on abused units.
• Heat-sensitive — the OD clutch and ATF+4 degrade quickly under tow load or with a tired cooler.
• Torque-converter lockup shudder is common when fluid is old or contaminated.
• Light/medium-duty rating — it does not appreciate heavy towing or oversized tires.
• Requires ATF+4 specifically; the wrong fluid causes shudder and harsh shifts.
• 2WD and 4WD versions are not interchangeable without the correct tailhousing/adapter.

Used Buyer's Checklist

Buying a used transmission is all about reducing risk. Before you commit to any 42RLE — from us or anyone else — run through this list. This is the same inspection I would do on a donor unit before I put my name on it.

• Confirm the application. Verify it is the 2WD (4x2) or 4WD (4x4) variant that matches your truck, and that it came from a 3.7L Dakota. Check the case tag and confirm the 8th VIN digit (K = 3.7L) on the donor.
• Match the drive configuration. A 4WD unit uses a different tailhousing/transfer-case adapter than a 2WD. They do not swap blindly.
• Ask for the mileage and donor history. A 4x2 3.7L Dakota donor that was not used for heavy towing is the ideal source — far less stressed than a worked V6 Liberty pull.
• Demand a tested unit. Insist the supplier bench- or dyno-verified shift function and confirmed it shifts into overdrive, not just "it ran when pulled."
• Inspect the fluid. Bright red ATF+4 is good; dark brown fluid with a burnt smell, or any sign of clutch material/glitter, is a hard pass.
• Drop the pan if you can and look for clutch material or metal in the bottom — a magnet covered in fine clutch fuzz is a warning of a tired OD pack.
• Check the case and bellhousing. No cracks, no stripped bolt holes, no welded repairs, and a straight bellhousing.
• Confirm the solenoid pack and external connector are intact. The electronics are part of what you are paying for.
• Verify the torque converter is included and that it is the lock-up converter matched to this unit.
• Demand a written warranty and clear return terms. A real warranty is the single best protection on a used drivetrain part.

Every 42RLE we list is a tested OEM used unit, inspected and shift-verified before it ships, and backed by a written warranty. If you are unsure which configuration fits, our team will confirm fitment for free — just send us your VIN.

Vehicle Compatibility Guide

One practical advantage of the 42RLE is its wide use across Chrysler's rear- and four-wheel-drive lineup, which broadens your sourcing options. But you must match the configuration carefully — bellhousing pattern, converter, valve-body calibration, and 2WD/4WD tailhousing all have to line up with your truck.

• 2005–2011 Dodge Dakota 3.7L — the primary application for the unit on this page, in both 4x2 and 4x4 form.
• 2007–2009 Mitsubishi Raider 3.7L — the Dakota's badge-engineered twin, same 3.7L/42RLE pairing and platform; closely interchangeable, but verify details. See our companion Mitsubishi Raider automatic transmission guide.
• 2004–2009 Dodge Durango 3.7L — same engine/transmission family with platform-specific details; close, but confirm part numbers.
• 2003–2012 Jeep Liberty and 2007–2011 Jeep Wrangler JK (3.8L) / Dodge Nitro — used the 42RLE behind different engines and with application-specific calibration and bellhousing; not a plug-and-play Dakota swap.
• Chrysler 200 / Sebring / Avenger and PT Cruiser (2.4L/2.7L) — share the 42RLE family but in transverse and different-application form; not interchangeable with the Dakota's rear-drive unit.

Bottom line: stay within the 2005–2011 Dakota application — or a verified Raider/Durango equivalent with the matching engine, bellhousing, and 2WD/4WD configuration — for a clean direct replacement. If you are unsure which exact variant your truck needs, send us your VIN through our free fitment and quote service and we will match it before you order. For the engine that lives in front of this transmission, see our companion Dodge Dakota 3.7L V6 engine guide.

Installation Tips

Swapping a 42RLE is a manageable job for a confident DIYer with a transmission jack, but a few details specific to this unit separate a clean install from a comeback. These are the things I check on every Dakota transmission R&R.

• Replace or fully verify the torque converter. If the original unit failed and shed clutch material, the converter is contaminated — never pump that debris into your "new" transmission. Always prime the new converter with ATF+4 and make sure it seats fully; you should feel it drop in over two distinct stages as it engages the pump and stator.
• Flush or replace the transmission cooler and lines. The factory cooler holds old, contaminated fluid. Back-flush it thoroughly, or replace it, before connecting the new unit. This one step prevents a large share of repeat failures, and if you tow, add an auxiliary cooler now while access is easy.
• Match converter engagement depth before bolt-up. Confirm the converter sits behind the bellhousing face — pulling the engine into the converter will crack the pump. Do not let the converter hang on the flexplate during the bolt-up.
• Torque the converter-to-flexplate bolts evenly, rotating the engine by hand to reach each one.
• Transfer and verify the correct sensors and solenoid connector. Confirm the input/output speed sensors and the external solenoid-pack connector seat properly to avoid ratio-error and limp-in codes on first start.
• For 4WD trucks, confirm the transfer-case adapter and output match your transfer case before you commit.
• Adjust the shift linkage and verify the park/neutral start so the truck only starts in Park/Neutral and the gear indicator reads correctly.
• Fill with ATF+4 only, and check the level hot on level ground, engine running, after cycling through all gears. Then complete a TCM quick-learn/relearn so the unit adapts shift pressures before you judge how it shifts.

Maintenance Tips

The single best thing you can do for a 42RLE is keep the ATF+4 clean and the operating temperature down. This transmission lives or dies on its fluid and its cooling.

• Service the fluid every 30,000–50,000 miles, sooner if you tow. A pan drop and filter change replaces about 4 quarts of ATF+4 and is cheap insurance against OD-clutch and converter-shudder failures.
• Use ATF+4 (Mopar MS-9602) only. Do not substitute Dexron, Mercon, or a generic ATF — the wrong fluid causes lockup shudder and harsh shifts on this unit.
• Check the level hot and running. An overfilled 42RLE foams and slips; an underfilled one starves the OD clutch. Both cause problems.
• Add an auxiliary cooler if you tow or run larger tires. Dropping fluid temperature even 20°F meaningfully extends overdrive-clutch life.
• Use overdrive lockout or tow/haul mode when towing. Letting the unit hunt between 3rd and OD under load is exactly what bakes the overdrive clutch.
• Address codes and the flashing O/D light immediately. A flashing overdrive light is the TCM protecting the transmission; driving for weeks in limp mode lets a cheap fault become an expensive one.
• Inspect for leaks at the pan, output seal, and cooler-line fittings at every oil change. Low fluid is the most common preventable killer of this transmission.

Warranty Information

A used drivetrain part is only as good as the warranty behind it, and this is where buying from a real supplier matters. Every tested OEM used and remanufactured 42RLE we ship across the United States is inspected, shift-verified, and backed by a written warranty so you are not gambling on an unknown core. We stand behind the units we sell because we test them before they leave the building.

Before you install, read the coverage details on our terms and conditions page, and review our delivery policy for nationwide shipping timelines. The two most common ways buyers void an otherwise valid claim on this transmission are filling it with the wrong fluid (anything other than ATF+4) and installing onto a contaminated cooler or a marginal cooling setup that lets the new unit overheat — so fresh ATF+4 at startup, a flushed cooler, and professional installation documentation are the things that keep coverage intact. If anything about the fitment, mileage, or warranty is unclear, contact us first; a five-minute call before installation can save you a costly mistake. You can also learn more about our company and how we test our parts.

Common Mistakes to Avoid

• Using the wrong fluid. Non-ATF+4 fluid changes the friction characteristics and causes lockup shudder and harsh or slipping shifts. This is the most common 42RLE mistake I see.
• Condemning the transmission for a solenoid or sensor code. Many "dead" 42RLEs just need a solenoid pack, a speed sensor, or a connector repair. Pull the codes and diagnose before you yank.
• Reusing a contaminated torque converter. If the original failed, the converter is full of clutch debris. Replace or fully clean and verify it.
• Skipping the cooler flush. Old fluid trapped in the cooler will recontaminate a fresh unit within days and can cause an early OD-clutch failure.
• Forcing the converter against the flexplate during install. This cracks the pump and is one of the most expensive rookie mistakes.
• Towing heavy in overdrive. Ignoring tow/haul discipline cooks the OD clutch — the unit's weakest link.
• Ignoring a flashing overdrive light. That is failsafe mode, not a suggestion. Address it now, before a cheap fault becomes a rebuild.
• Mixing 2WD and 4WD units. The tailhousing and transfer-case adapter differ — confirm configuration before ordering.
• Forgetting to keep install records. No documentation can mean no warranty when you need it most.

Frequently Asked Questions

What automatic transmission is in a Dodge Dakota 3.7L?

The automatic behind the 2005–2011 Dakota 3.7L V6 is the Chrysler 42RLE — a four-speed, fully electronic, rear-drive overdrive unit. It is the electronically controlled evolution of Chrysler's earlier A500/42RE four-speed and uses Mopar ATF+4 fluid.

How long does a Dakota 42RLE transmission last?

With correct ATF+4 service and a working cooler, expect 150,000–200,000 miles, and well-kept 4x2 examples can reach the upper end of that range. Neglected or hard-towing units can fail the overdrive clutch by 110,000–140,000 miles. Fluid and cooling are the biggest variables.

What fluid does the 42RLE take, and how much?

Use Mopar ATF+4 (specification MS-9602) only — do not substitute Dexron, Mercon, or generic ATF. Total dry fill with the converter is roughly 9.5 quarts; a pan-drop and filter service replaces about 4 quarts. The correct fluid is also a warranty requirement.

Why is my Dakota's overdrive (O/D OFF) light flashing?

A flashing overdrive light means the TCM has detected a fault and may have dropped into limp-in (failsafe) mode. Pull the codes — common culprits are solenoid-pack faults, input/output speed-sensor signal loss, pressure-switch faults, or ratio-error codes (P0731–P0734), many of which are electrical rather than mechanical.

What does it mean when my Dakota is stuck in one gear?

That is limp-in (failsafe) mode — the TCM locks the transmission in a single gear, usually 2nd or 3rd, with no upshifts, to protect it. The trigger is often an electrical fault such as a solenoid pack, speed sensor, or connector issue. Scan it before assuming the gearset is destroyed.

Why does my Dakota shudder around 40–55 mph?

That is almost always torque-converter lockup (TCC) clutch shudder, usually caused by old or contaminated fluid that has lost its friction modifiers. A proper ATF+4 flush and fill cures many cases; if the shudder persists, the converter lockup clutch is worn and the converter needs replacement.

My Dakota slips going into overdrive — is the transmission done?

A slip or flare on the 3-4 upshift points to the overdrive clutch pack, which is the 42RLE's weak link. Check fluid level and condition and scan for codes first, because low fluid or a solenoid can mimic it. But a true slipping OD clutch is an internal repair and usually means a rebuild or replacement.

Can I put a 42RLE from a Jeep Liberty or Durango in my Dakota?

Not necessarily as a direct swap. The 42RLE family is shared across many Chrysler/Dodge/Jeep vehicles, but bellhousing pattern, valve-body calibration, and the 2WD/4WD tailhousing differ between applications. A 3.7L Durango or Mitsubishi Raider unit is closest; always confirm fitment by VIN before ordering.

Is a used 42RLE better than a rebuilt one?

A tested OEM used unit from a low-stress 4x2 3.7L Dakota donor is frequently more reliable than a budget rebuild of unknown quality, because the valve body, solenoid pack, and hard parts are a verified known quantity. The key is buying a unit that has been bench- or shift-verified and carries a written warranty.

Do I need to replace the torque converter when I swap the transmission?

If the original transmission failed and shed clutch material, yes — reusing a contaminated converter will pump debris into the replacement and cause a repeat failure. At minimum the converter must be fully cleaned and verified, and it should always be primed with ATF+4 and seated fully before install.

How do I make my 42RLE last longer if I tow?

Add an auxiliary transmission cooler, service the ATF+4 more often (every 30,000 miles), and use tow/haul mode or lock out overdrive when pulling a load. The overdrive clutch fails from heat, so anything that keeps fluid temperature down directly extends the unit's life.

Will you confirm the right transmission for my Dakota before I buy?

Yes. Send us your VIN through our contact page and we will verify the correct 2WD or 4WD 42RLE configuration for your 3.7L Dakota. Free fitment checks are part of how we keep returns low.

Do you ship nationwide, and how fast?

We ship tested OEM used and remanufactured transmissions nationwide across the United States from our Sheridan, Wyoming facility. See our delivery policy for current timelines and freight details, and our team can give you a firm estimate when you request a quote.

Conclusion

The Dodge Dakota 42RLE is a straightforward, serviceable four-speed automatic that rewards good maintenance and punishes neglect in a very predictable way. Strip away the forum noise and what is left is a simple, electronically controlled Mopar overdrive unit whose Achilles' heel is the overdrive clutch pack and whose lifespan tracks fluid and cooling more tightly than its rugged Dakota home suggests. Fed correct ATF+4 on schedule, kept cool, and not asked to tow heavy in overdrive, a 42RLE behind the 3.7L comfortably serves 150,000 to 200,000 miles. Its real weaknesses — OD-clutch slip, lockup shudder, solenoid and sensor faults, and tow-load overheating — are all manageable and, critically, all detectable before you buy.

When the unit genuinely is worn out, replacing it with a tested OEM used 42RLE from a low-stress 4x2 3.7L Dakota donor is one of the best value moves on a truck of this age — provided it is verified, configuration-matched, and backed by a real warranty. Diagnose before you condemn, run the buyer's checklist above, flush the cooler and prime the converter on install, fill it with ATF+4 only, and you will make a smart, cost-effective decision instead of an expensive guess.

Want to keep researching before you commit? Our companion Dodge Dakota 3.7L V6 engine guide covers the engine that bolts to this transmission, the platform-twin Mitsubishi Raider automatic transmission guide covers the Dakota's badge-engineered cousin, and for fellow light-truck owners cross-shopping options the Ford Ranger automatic transmission guide and the Chevy Silverado 6-speed automatic guide are useful reading.

Get a Tested Dodge Dakota 42RLE Transmission Shipped to Your Door

Ready to put your Dakota back on the road? Shop our verified, tested, warranty-backed Dodge Dakota 42RLE automatic transmission now, or browse the full transmissions category and our complete parts store. Every unit is a tested OEM used part, shift-verified before it ships and ready for fast nationwide shipping across the United States from our Sheridan, Wyoming facility. Not sure which configuration fits your truck? Contact our team for a free fitment check and quote — give us your VIN and we will make sure the transmission you receive bolts right in.