Mitsubishi Raider Automatic Transmission: Specs & Used Replacement Tips

If you own a Mitsubishi Raider with the 3.7L V6 and an automatic, the gearbox bolted behind that engine is the Chrysler 42RLE — a four-speed, electronically controlled rear-wheel-drive overdrive unit. That surprises a lot of Raider owners, because the truck wears a Mitsubishi badge and a diamond-logo grille. Under the skin, though, the 2006–2009 Raider is a rebadged Dodge Dakota built on the same Dodge DN/ND platform, and it inherited Chrysler's entire drivetrain, including this transmission. I have pulled and reinstalled enough of these units to tell you exactly what to expect, where they fail, and how to buy a tested used one without getting burned.

This guide is written for both the driveway DIYer and the professional installer who wants the real story on the Mitsubishi Raider automatic transmission: what it actually is, how long it lasts, the specific problems that kill it, the correct fluid and service procedure, and how to source a tested OEM used 42RLE that bolts right in. Everything below is specific to the four-speed 42RLE behind the 3.7L PowerTech V6 in a 4x2 Raider — not generic "automatic transmission" filler that could describe any vehicle on the lot.

Quick Specifications

The unit covered here is the four-speed automatic from the 4x2 (two-wheel-drive) 3.7L six-cylinder Raider. Before you order or wrench, get these core numbers in front of you. They are what separate a correct fitment from an expensive return.

Specification	Detail
Transmission family	Chrysler 42RLE (4-speed, rear-wheel-drive, electronic)
Engine application	3.7L PowerTech / Magnum SOHC V6 (six-cylinder)
Model years	2006–2009 Mitsubishi Raider (shared with 2005–2011 Dodge Dakota)
Drive configuration	4x2 (2WD) on this unit; 4x4 variants use a transfer-case adapter tailhousing
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, and converter lockup
Torque converter	Electronically modulated converter clutch (EMCC) lockup
Fluid type	Mopar ATF+4 (MS-9602 spec) — do not substitute Dexron/Mercon
Total fill capacity	~8.6–9.0 quarts (full dry fill with converter)
Pan drop / filter service	~4 quarts replaced
Solenoid pack	Integrated solenoid/pressure-switch assembly inside the valve body
Bellhousing pattern	Chrysler 3.7L V6 (same as 4.7L V8 family); not interchangeable with the 4-cyl 2.4L AISIN unit

Browse our verified inventory of this exact unit on the Mitsubishi Raider 4x2 automatic transmission product page, or see the full range on our transmissions category.

Reliability: How Long Does the Raider 42RLE Last?

Let me be straight with you, because there is a lot of internet folklore about this gearbox. The 42RLE is not the bulletproof Chrysler A727 your grandfather's truck used, and it is not the heavy-duty 545RFE that lives behind the bigger V8s. It is a medium-duty, four-speed unit designed for a mid-size pickup carrying mid-size-pickup loads. Treated that way — clean ATF+4, a working cooler, and an owner who does not chronically overload the bed or tow at the ragged edge of the rating — a healthy 42RLE behind the low-stress 3.7L V6 will commonly reach 150,000 to 180,000 miles before it needs serious attention. I have inspected well-maintained 4x2 units that crossed 200,000 still shifting cleanly.

The flip side is just as real. The 42RLE runs hot, and heat is what kills it. The factory cooling for this transmission is marginal under load, and the friction material does not tolerate oxidized, burnt fluid. Neglect the ATF+4 — which is exactly what happened to a huge share of these trucks, because owners assumed "lifetime fluid" meant "never service it" — and the same unit can be cooked by 110,000–130,000 miles. The first casualties are usually the converter lockup clutch and the overdrive/direct clutch packs.

Here is the good news for the used-parts buyer. Because the 3.7L V6 is the lower-output, lower-stress engine in this platform, a 42RLE pulled from a 4x2 V6 Raider has almost always lived an easier life than the same family yanked from a 4.7L V8 4x4 that towed and plowed. That is one reason a tested OEM used 42RLE from a 3.7L Raider donor is often a smarter buy than a bargain rebuild of unknown quality. You are starting with a core that wasn't abused.

Common Problems With the Raider 42RLE Transmission

Every transmission family has its signature failures, and the 42RLE wears its weak spots on its sleeve. Here are the issues I see come across the bench again and again, with the symptoms and root causes that tell you whether you are facing a $200 sensor fix or a $2,500–$3,500 replacement.

1. Torque Converter Lockup Shudder

This is the single most common complaint on the 42RLE. You feel it as a brief vibration or "driving over rumble strips" sensation around 35–50 mph as the converter clutch engages. The electronically modulated converter clutch (EMCC) is designed to slip slightly for smoothness, but as the friction lining and the ATF+4 degrade, that controlled slip turns into a shudder. Catch it early with a fluid exchange and it often clears up. Ignore it and the converter clutch material sheds into the fluid, contaminating the entire unit. A shudder that survives a fresh fluid service usually means the converter itself is on its way out.

2. Overheating and the "Heat-Soaked" Limp Mode

The 42RLE's Achilles' heel is thermal management. Under sustained load — towing, grades, hot weather — the fluid temperature climbs, line pressure drops, and the TCM can drop the unit into a protective limp/failsafe mode, locking you into a single gear (typically 2nd or 3rd) with no overdrive. Repeated heat cycles glaze the clutches. The fix is prevention: a clean fluid, and on any truck that works for a living, an auxiliary cooler. A unit that has been heat-cycled to death will slip on the 2-3 or 3-4 upshift.

3. Solenoid Pack / Pressure Switch Failure

The 42RLE uses an integrated solenoid and pressure-switch assembly inside the valve body. When it fails you will get harsh or erratic shifts, gears that hunt, or a no-shift condition, usually with stored codes like P0750–P0765 (shift solenoid circuits), P0846/P0871/P0876 (transmission pressure-sensor performance), or a generic P0700 pointing you into the TCM. A failing pack often shows up as a sudden harsh 1-2 or 2-3 shift that wasn't there yesterday. The good news: this is a known, replaceable part, and many "dead" 42RLEs only need the solenoid/pressure-switch assembly and a valve-body cleaning — not a whole transmission.

4. Input/Output Speed Sensor Faults

The TCM relies on the input and output speed sensors to time shifts and manage converter lockup. When a sensor drifts or fails, you get erratic shifting, a speedometer that drops out, and codes such as P0720 (output speed sensor) or input-speed-related faults. These sensors are inexpensive and bolt-on. Always rule them out before condemning the transmission — I have "fixed" plenty of supposedly blown 42RLEs with a $40 sensor and a connector cleanup.

5. Delayed or Harsh Engagement Into Drive/Reverse

A long pause before the truck "catches" when you select Drive or Reverse, or a hard bang when it engages, points to low line pressure or internal wear. Common causes are low/burnt fluid, a tired pump, or a worn valve body after a prior repair. Cold-morning delay that improves as the fluid warms is a textbook early warning that the internal clearances and seals are aging.

6. Valve-Body Wear and Cross-Leaks

As the aluminum valve body and its separator-plate gaskets age, the bores wear and pressure cross-leaks develop. The result is flared shifts, slipping, and inconsistent shift quality that comes and goes with temperature. This is one reason a "rebuilt" 42RLE of unknown provenance can be risky — a reused, worn valve body undoes an otherwise good overhaul.

7. Cooler Line Leaks and Fluid Starvation

The steel-to-rubber transmission cooler lines on these trucks corrode and seep with age, especially in salt states. A slow leak drops the fluid level, starves the clutches, and you are back to slipping and overheating. Low fluid is the most common preventable killer of this transmission, so a seeping cooler line is never something to put off.

Pros and Cons

No transmission is perfect. Here is the honest balance sheet on the Raider 3.7L 42RLE, from someone who actually works on them.

Pros

• Simple, mature four-speed design — rebuild knowledge, parts, and cores are widely available across the Chrysler world.
• Low-stress 3.7L V6 application means a relatively easy life and good longevity when maintained.
• Shared with the Dodge Dakota, so sourcing a correct replacement is straightforward.
• Many common faults (sensors, solenoid pack) are bolt-on, affordable fixes rather than full replacements.
• Fully electronic control delivers smooth, predictable shifts when the fluid and electronics are healthy.

Cons

• Marginal factory cooling — it runs hot and is sensitive to heat under load.
• Converter lockup shudder is a near-universal age-related complaint.
• Many trucks were never serviced on the "lifetime fluid" myth, so high-mileage units hide internal wear.
• Medium-duty only — it does not appreciate heavy towing, oversized tires, or chronic overloading.
• 4x2 and 4x4 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.

• Confirm the engine match. This unit is calibrated behind the 3.7L V6. A 42RLE from a 2.4L four-cylinder Raider/Dakota is a different bellhousing and will not bolt up.
• Match the drive configuration. You want the 4x2 unit. A 4x4 transmission uses a different tailhousing/transfer-case adapter and is not a blind swap.
• Verify the model year and platform. 2006–2009 Raider, or the equivalent 2005–2011 Dodge Dakota 3.7L 2WD.
• Ask for the mileage and donor history. A 4x2 V6 donor that didn't tow is the ideal core.
• Demand a tested unit. Insist the supplier bench- or dyno-verified shift function, not just "it ran when pulled."
• Inspect the fluid. Bright red ATF+4 is good; dark brown with a burnt smell is a hard pass — that means cooked clutches or a shedding converter.
• Check the case, pan, and cooler fittings. No cracks, no stripped bolt holes, no welded repairs, straight bellhousing, intact cooler-line ports.
• Confirm the solenoid pack and connectors are present and intact. The electronics are part of what you are paying for.
• Verify the warranty and return terms. A real warranty is the single best protection on any used drivetrain part.

Every 42RLE we list is a tested OEM used unit, inspected before it ships. 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 how widely Chrysler used it. Because the Raider is a badge-engineered Dakota, your sourcing pool is far bigger than the Mitsubishi nameplate suggests — but you must match the configuration carefully.

• 2006–2009 Mitsubishi Raider 3.7L V6 (4x2) — the primary application for the unit on this page.
• 2005–2011 Dodge Dakota 3.7L V6 (2WD) — the Raider's mechanical twin; same 42RLE family and calibration.
• 2006–2009 Dodge Dakota / Raider 4.7L V8 — many used the 42RLE as well; confirm calibration, and note V8 4x4s often moved to the heavier 545RFE.
• Jeep Liberty / Wrangler & Chrysler 300 / Charger (3.5L V6) — also ran the 42RLE family, but with different bellhousings, tailhousings, and calibrations. Do not cross-swap without verification.
• 4x4 Raider/Dakota — uses a transfer-case adapter tailhousing; not interchangeable with this 4x2 unit.

Important: while the 42RLE is shared across this family, the engine application (3.7L V6 versus 4.7L V8 versus the 2.4L four), the 4x2-versus-4x4 tailhousing, the converter spline, and the bellhousing pattern must all match your truck. When in doubt, give us the donor and target VINs and we will confirm compatibility. For the matching engine that lives in front of this transmission, see our companion Mitsubishi Raider 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 separate a clean install from a comeback. These are the things I check on every Raider/Dakota transmission R&R.

• Replace or fully verify the torque converter. Never reuse a converter off a unit that failed on debris — you will pump that contamination straight into your "new" transmission. Prime the converter with ATF+4 and make sure it seats fully; you should feel two distinct "clunks" as it engages the pump and stator.
• Flush or replace the cooler and lines. The factory cooler and the corroded steel lines hold old, contaminated fluid. Back-flush them thoroughly — this one step prevents a large share of repeat failures, and many builders consider it mandatory on the 42RLE because of its lockup-clutch debris.
• Confirm converter engagement depth before bolt-up. The converter must sit behind the bellhousing face. Pulling the engine into a hung converter cracks the pump — one of the most expensive rookie mistakes.
• Torque the converter-to-flexplate bolts evenly, rotating the engine by hand to reach each one. Do not let the converter hang on the flexplate during the bolt-up.
• Transfer the correct sensors. Move over the input/output speed sensors and the range sensor, and verify the solenoid-pack connector orientation matches your harness.
• Adjust the shift linkage and neutral safety so the truck only starts in Park/Neutral and the gear indicator reads accurately.
• Fill with Mopar ATF+4 and check the level hot, on level ground, engine running, after cycling through every gear. Consider a TCM relearn/quick-learn so shift adapts reset to the fresh unit.

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 30,000–40,000 miles. The "lifetime fluid" reputation got a lot of these units killed. A pan drop and filter change replaces roughly 4 quarts and is cheap insurance against a $3,000 failure.
• Use only Mopar ATF+4 (MS-9602). This is non-negotiable. The 42RLE's friction calibration depends on ATF+4's specific characteristics — Dexron, Mercon, or generic "multi-vehicle" ATF will cause shudder, harsh shifts, and premature wear.
• Check the level hot and running. An overfilled unit foams; an underfilled one starves the clutches. Both cause slipping.
• Add an auxiliary cooler if you tow or run larger tires. Given this transmission's marginal factory cooling, dropping fluid temperature even 20°F dramatically extends clutch and converter life.
• Address shudder and codes immediately. Converter shudder caught early is often a fluid fix; left alone it destroys the converter and contaminates the whole unit.
• Inspect the cooler lines and pan for leaks at every oil change. The corroded steel cooler lines are a known weak point — low fluid is the most common preventable killer.

Warranty Information

A used drivetrain part is only as good as the warranty behind it. At Next Drive Global LLC, our tested OEM used and remanufactured transmissions ship with a warranty so you are not gambling on an unknown core. We inspect and verify the units we sell before they leave our Sheridan, Wyoming facility, because we would rather catch a problem on the bench than have you find it in your driveway.

Before you install, read the coverage details on our terms and conditions page, and review our delivery policy for nationwide shipping timelines across the United States. 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

I have seen good transmissions ruined by avoidable installer errors. Steer clear of these.

• Reusing the old torque converter. If the original failed — especially on lockup-clutch debris — the converter is contaminated. Replace it or have it professionally flushed and verified.
• Skipping the cooler flush. Old fluid trapped in the cooler and lines will recontaminate a fresh unit within days. On the 42RLE this is a top cause of comebacks.
• Using the wrong fluid. Anything but ATF+4 changes the friction characteristics and causes shudder, slip, and harsh shifts. This is the most common DIY mistake on this platform.
• Condemning the transmission for an electronic code. Many "dead" 42RLEs only need a speed sensor, a solenoid pack, or a harness/connector repair. Pull the codes and diagnose before you yank the unit.
• Forcing the converter against the flexplate during install. This cracks the pump — an expensive, avoidable error.
• Mixing 4x2 and 4x4 units, or V6 and four-cylinder units. The tailhousing, adapter, and bellhousing differ. Confirm configuration before ordering.
• Ignoring early shudder or overheating. The cheap problem you delay becomes the expensive problem you replace.

Frequently Asked Questions

What automatic transmission is in the Mitsubishi Raider?

The automatic behind the 3.7L V6 Raider is the Chrysler 42RLE — a four-speed, fully electronic, rear-wheel-drive overdrive unit. The Raider is a rebadged Dodge Dakota, so it uses Chrysler's drivetrain rather than a Mitsubishi-designed gearbox.

Is the Raider transmission the same as a Dodge Dakota's?

Yes. The 2006–2009 Raider was built alongside the Dodge Dakota on the same platform and shares the 42RLE family. A correctly matched 3.7L V6, 4x2 Dakota transmission is the equivalent unit — which widens your sourcing options considerably.

How long does the Raider 42RLE last?

With regular ATF+4 service and a working cooler, expect 150,000–180,000 miles, and well-kept 4x2 V6 examples can exceed 200,000. Neglected, burnt-fluid units can fail by 110,000–130,000 miles. Maintenance and heat management are the biggest variables.

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

Use only Mopar ATF+4 (MS-9602). Total dry fill with the converter is roughly 8.6–9.0 quarts; a pan-drop and filter service replaces about 4 quarts. Do not substitute Dexron, Mercon, or generic multi-vehicle ATF — the wrong fluid causes shudder and harsh shifts.

Why does my Raider shudder around 35–50 mph?

That is almost always torque-converter lockup shudder, the 42RLE's most common complaint. As the ATF+4 and the converter clutch lining age, the controlled converter slip turns into a vibration. A complete fluid exchange often clears it; if the shudder survives fresh fluid, the converter is likely failing.

Why did my transmission lose overdrive and lock into one gear?

That is the TCM's failsafe (limp) mode, usually triggered by overheating, a speed-sensor or solenoid fault, or low/burnt fluid. Pull the codes — common ones are P0700, P0720, and the P0750-series solenoid codes. Many of these are electronic fixes, not a reason to replace the whole unit.

Can I use a 4x4 Raider/Dakota transmission in my 4x2?

No, not as a direct swap. The 4x4 unit uses a different tailhousing/transfer-case adapter. Stick with a 4x2 (2WD) 42RLE matched to the 3.7L V6, or confirm fitment with us by VIN before buying.

Will a 4.7L V8 transmission fit my 3.7L V6 Raider?

Often the 42RLE was shared between the 3.7L and many 4.7L applications, but calibration, converter, and configuration can differ, and some V8 4x4s used the heavier 545RFE instead. Always verify by VIN before ordering — the bellhousing and converter must match your engine.

Is a used 42RLE better than a rebuilt one?

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

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

If the original failed and shed debris — especially lockup-clutch material, which is common on this unit — yes. Reusing a contaminated converter pumps debris into the replacement and causes a repeat failure. At minimum the converter must be fully flushed and verified before reuse.

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

Yes. Send us your VIN through our contact page and we will verify the correct 3.7L, 4x2 42RLE configuration for your truck. 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, WY facility. See our delivery policy for current timelines and freight details.

Conclusion

The Mitsubishi Raider automatic — the Chrysler 42RLE behind the 3.7L V6 — is a straightforward, serviceable four-speed that rewards good maintenance and punishes neglect. Its weak points are predictable: torque-converter lockup shudder, marginal cooling that leads to heat-soak limp mode, age-related solenoid and sensor faults, and the long list of trucks that simply never had a fluid change because of the "lifetime fluid" myth. Know those failure modes, diagnose before you condemn, and you will make a smart, cost-effective decision instead of an expensive guess.

When the unit genuinely is worn out, replacing it with a tested OEM used 42RLE from a low-stress 3.7L 4x2 donor is one of the best value moves in the mid-size-truck world — provided it is verified, configuration-matched, and backed by a real warranty. For deeper reading on this platform, see our guides on the matching Mitsubishi Raider 3.7L V6 engine, the mechanically identical Dodge Dakota 42RLE transmission, the related Dodge Dakota 3.7L V6 engine, and the Ford Ranger automatic transmission for cross-shopping other mid-size pickup options.

Get the Right Raider Transmission, Tested and Shipped to Your Door

Ready to put your Raider back on the road? Shop our verified Mitsubishi Raider 4x2 automatic transmission (42RLE) now, or browse the full transmissions category and our complete parts store. Every unit is a tested OEM used part, warranty-backed, and ready for nationwide shipping across the United States. 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.