Used Transmissions by Vehicle Model

We stock used transmissions for 35 specific vehicle models, each on its own page listing the transmission options by generation — the unit designation, whether it is an automatic, a manual or a continuously variable transmission, and the RPO or option code that identifies it. That code matters more than the engine size. A GM truck carries its transmission code on the glovebox sticker, a Chrysler on the build sheet, a Ford on a tag on the case, and ordering against the code rather than the model year is what stops the wrong unit arriving. Every transmission we list is pressure tested with the solenoid readings recorded, ships with a written warranty, and ships free anywhere in the lower 48.

Ford used transmissions by model

Chevrolet used transmissions by model

GMC and Cadillac used transmissions by model

Jeep, Dodge and Chrysler used transmissions by model

Honda, Nissan and Hyundai used transmissions by model

Cannot find your model?

The make pages carry everything we hold for that manufacturer, including models that do not yet have a page of their own: Ford, Chevrolet, GMC, Cadillac, Jeep, Dodge, Honda, Nissan, Hyundai, Kia, Toyota, BMW, Mercedes-Benz, Porsche, Fiat and Hummer. Or browse the whole transmission catalogue.

Before you order: the four things that decide the part

A transmission is identified by four details and the engine size is only one of them. Model year, because manufacturers change units mid-generation — Chrysler moved the Grand Cherokee from a five-speed to the ZF 8HP for 2014, and GM replaced the 6L80 with the 8L90 across its trucks for 2015. Engine, because the bellhousing and the torque rating follow it: a 6L80 and a 6L90 look alike from outside and are rated differently. Drivetrain — two-wheel, four-wheel or all-wheel drive — because the tailhousing, the output shaft and the transfer case adapter differ. And the option or RPO code, which is the one most people do not have to hand and the one that settles it: on a GM vehicle it is on the glovebox or door-jamb sticker, on a Chrysler it is on the build sheet, and on a Ford it is on a tag on the case. Send us the VIN and the code and we confirm the unit against your vehicle before anything ships.

Worth checking before you replace anything

Not every transmission fault is a dead transmission, and some of the commonest ones are cheap. A Chrysler, Dodge or Jeep with an RE-series automatic stuck in second gear is usually a governor pressure solenoid and transducer — a pair of parts that cost very little next to a transmission. A GM 8L90 or 9T50 that shifts harshly may need a revised fluid and a recalibration rather than a unit, which GM issued. A Ford Focus or Fiesta with a DPS6 PowerShift may still be covered: the US class action was settled and the warranty extended. And a Nissan with a CVT may fall inside the extended coverage Nissan applied to a number of build ranges, out to ten years or 120,000 miles. Check your own VIN first. If it does turn out to be the transmission, each model page above lists what fails on that specific unit and what to replace alongside it.

Related pages

Replacing the engine instead or as well: used engines by model, which covers 64 models, and our engine guides for the engine families themselves. Transmission warranty terms are on our transmission warranty page, and the full catalogue is at used transmissions.

Buying guides

Three questions come up before almost every order, and we have answered each one with figures measured from our own live stock rather than estimates.

  • How much does a used engine cost? — real price bands by engine size, measured across 17,303 engines and 14,814 transmissions, plus how used compares with rebuilt and remanufactured.
  • How many miles is too many? — the real mileage distribution of what is available, by vehicle year, and why the engine family matters more than the odometer.
  • Will it fit my car? — reading the engine code out of your VIN, the four details that decide fitment, and the swaps that catch people out.