62TE Update

Front Wheel Drive 6 Speed

Presented by:
Mike Souza
ATRA Senior Research
Technician
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Presentation

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Why Six-Speed?
The 62TE transaxle offers distinct advantages over four-speed
transaxles. Providing additional ratios offers quicker acceleration due to
shorter shift intervals and the ability to maintain an engine’s optimal RPM
range, providing the highest efficiency. This translates into increased fuel
economy.
∗ The 62TE is the new generation of FWD/AWD Transaxles in
production for Dodge/Chrysler. The concept has been around
for many years but has been introduced in the 2007 Model Year.

∗ These models include: “JS” Seabring, Seabring Convertible,

and Avenger with the 3.5L V6 “CS” Pacifica with the 4.0L V6.

∗ The concept was to take a proven reliable 41TE (4 speed) and

split the transfer/pinion drive with an underdrive/direct clutch to
drive a double ratio to the final drive.

∗ Although this is classified as a 6 speed fwd transaxle, there are

7 forward speeds due to the addition of a 4th gear prime ratio
that is used during a 6-4 kickdown.

∗ This prevents a double swap of components allowing for a

smooth kickdown.
 The 62TE transaxle is identified by a bar code label (1) that is
fixed to the transaxle or the “PK” number (2).
(1)

(2)
1. Traceability
2. Supplier Code
3. Component Code
4. Build Day (Julian Date)
5. Build Year
2
6. Line/Shift Code
7. Build Sequence
8. Last Three Part Number Digits
9. Revision Level
10. Transmission Part Number
11. Part Number Prefix
 62TE Three Speed Sensors
ISS
The ISS has been relocated to the top of the case, and like the 41TE, continues
to read turbine speed from the input clutch hub.
TSS
The 40/41TE OSS has been relocated to the rear of the case (backside) and
renamed the TSS. It continues to read rotation of the front annulus/rear carrier
assembly.
OSS
The OSS is located at the rear of the case and is unique to the 62TE. It reads
the rotation of the underdrive compounder output carrier.
Input Shaft
Speed Sensor (ISS)

Crank Sensor
Transfer Shaft
Speed Sensor (TSS)

Output Shaft
Speed Sensor (OSS)
 62TE Case Connector

The are two different metals used to control and

signal the module both solenoid command and
circuit monitors. Pressure Switches are GOLD pins
and Solenoids are TIN pins
62TE Pressure Switch Status
 Other Changes from the 41TE to the 62TE

• RFE-style solenoid/pressure switch TCC solenoid

(EMCC) VFS
assembly with 23-way connector
• Electronically Modulated Converter
Clutch (EMCC) Variable Force
• Solenoid (VFS)
• Line Pressure (LP) VFS
• Line Pressure sensor
RFE Style Line Pressure
• Transaxle Range Sensor (TRS) Solenoid Pressure (LP) VFS
Switch Assembly

Line Pressure
Sensor (Transducer)

Transaxle Range Sensor (TRS)

 Other Changes from the 41TE to the 62TE
• Low clutch switch valve
• New blocker valve (Direct Clutch Switch)
Prevents simultaneous application of the DC and LC

TCC Switch Valve

Low Clutch Switch Valve

TCC Control Valve

Solenoid Switch Valve
#2 #1
Blocker Valve
(Direct Clutch Switch)
TCC Regulator Valve
L/R Switch Valve
Manual Valve
Pressure Regulator Valve
 Other Changes from the 41TE to the 62TE
The 62TE valve body has nine (9) check balls (used for plugs)
and four used in the hydraulic shift control circuit:

The 9 check balls used for plugs Some valve bodies do not
are non removable. have the U/D check ball #2.
 Other Changes from the 41TE to the 62TE

• Three additional oil transfer tubes which supply the UD compounder

assembly
 This 6 speed transaxle is basically a 41TE with some additional
components referred to as the Underdrive (UD) Compounder Assembly.

41TE
Underdrive (UD)
Compounder Assembly:

• Low Clutch (LC)

• Direct Clutch (DC)
• Overrunning Clutch (ORC)
• Planetary gear set

62TE
The underdrive compounder assembly has two modes of
operation: Direct and Reduction.
The 2-3, 3-2, and 4-2 shifts require a “Double Swap” shift. This
occurs when two elements are turned off while two different
elements are engaged.
The clutch-to-clutch synchronization takes place within 40 – 70
milliseconds, producing a smooth shift. If the underdrive
compounder assembly shifts too early (in relation to the shifts
taking place in the main centerline), a shudder or harsh shift
results.
If the underdrive assembly shifts to late, the driver experiences a
“Double Bump” sensation.
To avoid a double swap shift in a 6-4 downshift, the transaxle shifts
into 4th prime, which requires the deactivation of the OD clutch and
the simultaneous application of the UD clutch.
A freewheel (sprag) is used to provide this nonsynchronous
clutch apply and release sequence.
The sprag holds in first, third and fourth providing a smoother 1-
2, 2-1, 4-5 and 5-4 shift.

• A = Applied Same Ratios carried over from the 41TE

• H = Holding
• * = Limp-in Mode
• ^ = Applied in coast only
P = Prime
Power Flow
Power Flow
Power Flow
Power Flow
Power Flow
Power Flow
Power Flow
Power Flow
 Compounder Assembly Removal

Remove the valve body & feed tubes Remove snap ring
before removing compounder assembly (no need to remove all the bolts)
 Compounder Assembly Removal
The O.E. tool or similar makes removal of the Compounder Assembly a
much easier job.

Only remove bolts needed

to install tool

Miller Tool #9908

 Main Compounder Components
Direct Clutch
Planetary Assembly

Low Clutch
Over-run Clutch Assembly (Sprag)
 Component Disassembly
Remove the Planetary Gear set. There is an Adjustable Shim
between the Sun Gear & Planet.
 Component Disassembly
Using two small picks or scribes remove the Retainer Clip

3
Tabs
 Component Disassembly
Using two small picks
Then Remove the
or scribes remove the
Direct Clutch assembly.
Split Bearing

Check the “Split” Roller Bearing

for wear or damage
 Direct Clutch Disassembly – Reassembly
1: Remove Tapered Snap ring
2: Remove Selectable Plate
3: Remove #1 thrust bearing, hub, and #2 thrust bearing
4: Remove single sided frictions
5: Compress Balance piston with tool #8250 and remove
snap ring
6: Remove Piston

ASSEMBLE (Reverse Procedure)

Miller # 9727 piston

installation tool
 Direct Clutch Endplay
Measure with clutch hub removed

Measure clutch clearance using

30 psi of air pressure through
compounder feed hole.
Clearance is 0.037” to 0.056”
 Low Clutch Disassembly – Reassembly
1: Remove Transfer Shaft
2: Remove Sprag, Snap Ring, Reaction Plate and
Clutch Plates
3: Remove Clutches and Steels
4: Compress Return spring with tool #9725
5: Remove Piston
ASSEMBLE (Reverse Procedure)

Miller Tool 9725

 Low Clutch Endplay
Measure clutch clearance using 30 psi of air pressure through
compounder feed hole.

Clearance is:
0.048-0.76mm (.018-.029 in)
 Underdrive “One-Way Clutch”

The inner race has offset splines, the outer race has the ID groove (faces
up when installed correctly). The outer race should rotate counter
clockwise when all is together correctly.

Held

Turn

ID Groove
Scarf Cut Sealing Rings

Check the Scarf Cut Sealing Rings for wear and

damage. Replace as needed.
Common Problem
Direct Clutch Piston De-lamination (split rubber seal).
Some pistons with minimal damage may air check well.
 Torque Converter

The 62TE Torque Converter is what they call as “Squished Design”.

This change had to happen do to space availability.

41TE 62TE
Torque Converter
 62TE Front Pump

The 62TE Front Pump is also called “squished design” do to the

limited space. Side by side the changes are obvious.

41TE 62TE
 62TE Front Pump Assembly
When assembling the front pump it is important to note that the pump
gears now have assemble dots. These dots must face up when
assembling.
41TE 62TE

The side of the gears with the

greater chamfer on the end of
the teeth goes into the pump
pocket first (facing down).
 62TE Front Pump Assembly
Face to gear clearance is 0.0008 – 0.0018 in. Check with plastic
gauge!

Outer gear and pocket

0.0079 – 0.0035 in.

Outer gear and crescent

0.0023 – 0.0035 in.

Inner gear and crescent

0.0036 – 0.0151 in.
 Cooler Bypass Valve
The cooler bypass valve is a high risk area. It is a good idea to replace the
valve with a NEW VALVE when doing a repair on the transmission.
 Most Common Failure

Low Clutch Sealing Ring Grooves

Sealing Ring
Grooves
 Normal

Most common failure

Ring Land Wear
Underdrive
Compounder
Low Clutch Drum

Approx. 0.005”
Clearance
 Badly Worn

Most common failure

Ring Land Wear
Underdrive
Compounder
Low Clutch Drum
 Extreme Wear

Most common failure

Ring Land Wear
Underdrive
Compounder
Low Clutch Drum
100% Failure
Rate
Available in
aftermarket with steel
insert
 New Failure On The Technical Hotline

Underdrive Compounder A common problem is

Direct Clutch Housing the snap ring groove is
worn

DTC’s P0792, P0735, No Line Rise, Slips 1-2

 Most Common Code DTC P2764, TCC Stuck
“ON”
Line Pressure Transducer

Replace the
TCC solenoid
Part #5169313AA.
Solenoid Block

Line Pressure Solenoid

 Most Common Builder Error
If the seal is installed upside down it will block the 2/4 clutch circuit and
result in a loss of 3rd in limp mode, 4th or 6th. Install the seal with the slot
facing up as shown.

Correct

“First Time
Builder Error”
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