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A 41TE that pulls through every forward gear and then does nothing in reverse is one of the most common complaints on a Chrysler minivan or sedan with this transaxle. The good news is that the fault is almost always narrow. Reverse on the 41TE uses only two clutches, one of which it shares with first gear, so a few minutes of driving and a pressure gauge can tell you which half of the circuit failed.
The 41TE, originally called the A604, went into the Dodge Grand Caravan, Chrysler Town and Country, Journey, Stratus, Sebring, Avenger, PT Cruiser and Neon, among others. The clutch layout and the diagnosis below apply across all of them.
How the 41TE Makes Reverse
The 41TE uses five clutches: three driving clutches in the input clutch assembly (underdrive, overdrive and reverse) and two holding clutches (2/4 and low/reverse). Every range uses exactly two of them.
| Range | Clutches Applied |
|---|---|
| 1st | Underdrive + Low/Reverse |
| 2nd | Underdrive + 2/4 |
| 3rd | Underdrive + Overdrive |
| 4th | Overdrive + 2/4 |
| Reverse | Reverse + Low/Reverse |
That table is most of the diagnosis. Reverse shares the low/reverse clutch with first gear. If first launches firmly, including in the manual low position, the low/reverse clutch is holding and the problem is almost certainly the reverse clutch or the oil feeding it. If first also slips or flares, the low/reverse circuit is the suspect.
One more useful fact: reverse on this unit is fed hydraulically through the manual valve and is still available in limp mode, which on the 41TE defaults to second gear. A van stuck in limp with no reverse has two problems, not one.
Step-by-Step Diagnosis
1. Fluid level and type
Check the level hot, on level ground, engine running, per the procedure for your model year. It has to be ATF+4. A 41TE that is low will usually lose reverse first, especially cold or parked on a slope, because the pickup uncovers during the higher-demand reverse apply. Wrong fluid causes shudder and harsh shifts more than a clean no-reverse, but it does nothing good for aging seals.
2. Shift linkage and range sensor
Watch the PRNDL position on a scan tool while you move the lever. The cable has to put the manual valve squarely in the reverse detent. A stretched or misadjusted cable, or a worn shifter bushing, can leave the valve between ranges. You will feel a vague lever and the display will not match what you selected. It is a ten-minute check and it saves a teardown now and then.
3. Drive it in manual low
Select low from a stop and pull away firmly. A solid first gear here means the low/reverse clutch holds. A slip or flare in low sends you toward the low/reverse piston and its seals at the bottom of the case.
4. Pressure test
The 41TE has external pressure taps for its clutch circuits, which makes it one of the easier units to diagnose without teardown. With gauges on the reverse and low/reverse taps, select reverse and compare both readings against the service manual specification at the listed engine speed. The readings tell you where the oil is going:
- Reverse pressure low, low/reverse normal: leak in the reverse circuit. Reverse clutch piston seals, the sealing rings at the reaction shaft support, or a cracked input clutch retainer.
- Low/reverse pressure low, reverse normal: leak in the low/reverse circuit. Piston seals at the bottom of the case, or a valve body problem.
- Both normal, still no reverse: the reverse pack is burned or its clearance is far out of spec. Oil is getting there and there is nothing left to clamp.
5. Read the pan
Dark, fibrous friction material in the pan with a no-reverse complaint usually means the reverse pack is burned. Gray aluminum paste points at bushing or pump wear, which often travels with sealing ring leaks.
The Usual Causes, in Order
Burned reverse clutch
The reverse pack is small, only a couple of frictions, and it takes the full load every time someone rocks the vehicle out of snow, drops it from neutral into reverse at a high idle, or backs a loaded van up a steep driveway. It is the most common find on a high-mileage unit that lost reverse gradually over a few weeks.
Reverse piston seals and a cracked input clutch retainer
The seals that apply the reverse clutch live in the input clutch assembly directly behind the pump. Hardened seals leak apply oil and the clutch slips until it burns. While it is apart, inspect the retainer carefully for cracks and wear at the clutch lugs. A retainer with a hairline crack will pass a quick look and fail again on the road.
Reaction shaft support sealing rings and bushings
Reverse oil passes through sealing rings at the reaction shaft support on the pump. When the rings or their lands wear, oil cross-leaks between circuits. That is where pressure readings that are low but not zero usually come from. Later pumps went to an updated four-ring arrangement; if you are rebuilding an early unit, use the updated parts.
Low/reverse piston seals
Less common as a pure no-reverse cause because it takes first gear with it, but the low/reverse piston seals at the bottom of the case do harden and leak. They get replaced in every rebuild regardless.
What Fixes It
Everything above except the linkage is inside the case. On this transaxle that means removal and a bench repair. There is no in-car fix for a burned reverse clutch, and no additive restores friction material that is gone.
- A complete A604/40TE/41TE master rebuild kit covers the frictions, steels, seals and gaskets. Replace every seal, not just the reverse circuit. The rest are the same age.
- A new 41TE filter kit, fresh ATF+4 and a cooler flush.
- Replace the input clutch retainer if it shows any cracking or lug wear, and the reaction shaft support if the ring lands are stepped.
- Only replace the solenoid pack if it tests bad. Reverse is not solenoid-applied on this unit, so a solenoid pack is not a no-reverse fix, no matter how often it gets sold as one.
- After installation, run the Quick Learn procedure with a scan tool. Skip it and a fresh rebuild will shift harsh or erratic, and the customer will think the job was botched.
Repair Cost
| Route | Typical Cost | Notes |
|---|---|---|
| Linkage adjustment or cable | $80–$250 | Only if the range check fails. |
| DIY rebuild | $200–$450 in parts | Master kit, filter, ATF+4. More if the retainer or pump needs replacing. |
| Independent shop rebuild | $1,800–$2,800 | Removal, bench rebuild and Quick Learn. |
| Used transaxle, installed | $1,200–$2,000 | Cheap and common, but unknown miles on the same small reverse pack. |
| Remanufactured, installed | $2,500–$3,500 | Best warranty. Worth it on a vehicle you plan to keep. |
On a 180,000-mile minivan, a used unit is a reasonable call if you can confirm it came from a lower-mileage donor. On a clean vehicle you plan to keep, rebuild it once with every seal and the updated pump parts and be done with it.
41TE Rebuild Parts
Master rebuild kits, filter kits and solenoid packs for the A604/40TE/41TE, shipped fast. Additional hard parts through CoreTransmissionParts.com.
Shop 41TE Parts → Core Transmission Parts →FAQ
Why does reverse go before the forward gears?
The reverse pack is one of the smallest in the unit and it sees some of the harshest applies: neutral drops, rocking out of snow, and backing heavy loads uphill. It simply has less friction material to lose.
Will a transmission additive bring reverse back?
No. If the seals are only slightly hard, a seal conditioner might buy a little time, but a burned clutch or a cracked retainer is mechanical damage. Additives cannot put back friction material or close a crack.
My van has no reverse and is stuck in second. Is that one problem?
Usually two. Limp mode is triggered by a stored fault, often electrical, and reverse normally still works in limp. Read the codes and fix the limp cause, then deal with the reverse circuit separately.
Does the low/reverse clutch ever cause no reverse with a good first gear?
Rarely. A leak that is just bad enough may hold in first, where the load is lower, and slip in reverse. The pressure test at both taps sorts that out quickly.