41TE vs 62TE
Four Speeds vs Six

The 41TE, originally called the A604 Ultradrive, has been in Chrysler front-drive vans, sedans and crossovers since 1989. It was one of the first fully adaptive electronic automatics in a mainstream car, and it earned a rough reputation in the early years before Chrysler sorted it out. By the 2000s it was a decent transmission that mostly failed from neglect.

The 62TE arrived for the 2007 model year in the Sebring and Avenger, then spread into the Journey, Grand Caravan, Town & Country, Routan and eventually the ProMaster van. It is not a clean-sheet design. Chrysler took the 41TE layout and added an underdrive compounder at the rear of the case: a Low Clutch, a Direct Clutch, an overrunning clutch (sprag) and a planetary set, per ATRA's 62TE update webinar [1]. That one design choice explains almost everything about how these two compare.

Full guide: the complete bench-level comparison, with speed sensors, solenoid pack, 62TE-only codes, compounder clearances and failure points, is in our 41TE vs 62TE differences guide.

Gear Ratios

Look at the 62TE column. Its 2nd gear is the 41TE's 1st gear, and its top gear is the 41TE's overdrive. The compounder either reduces 1.45:1 or passes through at 1.00:1, so 1st, 3rd, 4th and reverse are the 41TE ratios multiplied by 1.45. A 4th prime ratio of 1.573 is used only on a 6-4 kickdown [2]. FCA's 2015 Journey specifications list both units in one vehicle: the four-speed 40TES with a 4.28 final drive (2.95 overall top gear) and the 62TE with a 0.95 transfer ratio and 3.16 final drive (2.06 overall top gear) [3]. So the 62TE launches harder and cruises at lower rpm.

What Is Shared and What Is Not

• Front section (clutches, planetaries): same family architecture: underdrive, overdrive, reverse, 2-4 and low-reverse clutches. Many friction and seal dimensions are related, but kits are specific. Do not use a 41TE kit in a 62TE.
• Underdrive compounder: 62TE only. Low Clutch, Direct Clutch, sprag and planetary, plus three extra feed tubes [1].
• Speed sensors: 41TE has input and output sensors. The 62TE has three: input, transfer (the old 41TE output sensor, relocated) and a new output sensor on the compounder output carrier [1].
• Converter and pump: different. ATRA calls the 62TE converter and pump a "squished design" [1].
• Case: different. The 62TE case is longer to fit the compounder.
• Valve body and solenoid pack: different. The 41TE uses the rectangular valve body casting. The 62TE uses the L-shaped 45RFE-family casting [5] and an RFE-style 23-way solenoid pack with six shift solenoids, a line pressure solenoid and five pressure switches [4].
• Controls: the 41TE ran a separate TCM in most years, later integrated. The 62TE uses its own TCM calibration. The two are not swappable without changing the whole package.
• Fluid: both use ATF+4. ATRA lists the 62TE at 5.5 qt on a service and 9.0 qt after an internal repair [2].

How to Tell Which You Have

• Count gears on a road test. Six upshifts in light traffic vs four. A scan tool will show gear position.
• Check the vehicle. 2008 and newer Grand Caravan and Town & Country with the 3.8 or 4.0 V6 usually have the 62TE. Many 3.3 vans and earlier models used the 41TE. 2011 and newer 3.6 Pentastar vans use the 62TE. Confirm by build data on transition years.
• Read the case tag. The ID tag lists the Chrysler part number. Use it before you order hard parts or a valve body.

Common Problems on Each

41TE

• Limp mode: the 41TE defaults to 2nd gear after a fault, per Transmission Digest [6]. Solenoid switch valve bore wear in the valve body sets many of the same codes as a bad pack (P0841, P0868, P0871, P0988, P1775, P1776), so vacuum test the bore before buying a pack [5].
• Input and output speed sensors: erratic shifts and limp. Cheap first check.
• 2-4 clutch and underdrive wear: slips on the 1-2 and 3-4, usually from old fluid.
• Wrong fluid: generic ATF causes harsh shifts and shudder. It wants ATF+4.

62TE

• Valve body and solenoid problems: harsh shifts, flare and fault codes. The most common external repair.
• Compounder wear: ATRA names Low Clutch drum sealing ring land wear as the most common 62TE failure (P0792, P0735, no line rise, 1-2 slip), along with Direct Clutch piston delamination. A failed Low Clutch means no engine braking and no reverse. The 62TE limp-in gear is 3rd [1][2].
• TCM software: several shift-quality complaints were addressed with reflashes. Check for updates before replacing parts.
• Heat in ProMaster and towing use: heavy vans work these hard. Fluid condition matters.

What Repairs Cost

The 62TE costs more because there is more transmission: an extra planetary, more clutches and a more complex valve body. FWD transaxle labor is also higher than on most RWD trucks because the subframe and axles are in the way.

Shop-Floor Verdict

Neither of these is a bad transmission if it gets the right fluid. Most of the dead ones we see had a "universal" ATF in them at some point, or never had the fluid changed at all. Use real ATF+4, change it on a schedule, and check for TCM updates before you start replacing parts on a 62TE.

If you are rebuilding, order by case tag and model. A 41TE kit will not cover a 62TE, and a 62TE kit has to include the compounder parts. Replace the solenoid pack and both speed sensors at the same time. They are the cheapest insurance in the job.

FAQ

Is the 62TE based on the 41TE?

Yes. The 62TE uses the 41TE family layout with an underdrive compounder planetary added at the rear, giving six forward speeds instead of four.

Can I swap a 62TE into a van that had a 41TE?

Not practically. The case, valve body, controls and calibration are different. It would require a full powertrain and controller change.

Do the 41TE and 62TE use the same fluid?

Yes, both use ATF+4. Using a generic ATF is a common cause of shift complaints on both.

What does limp mode look like on a 41TE?

It holds 2nd gear in drive, with reverse and park still working, until the fault clears or the cause is repaired.

Sources

1. ATRA (Mike Souza), "62TE Update: Front Wheel Drive 6 Speed" webinar, 2014. Compounder make-up, speed sensors, squished converter and pump, Low Clutch ring land and Direct Clutch piston failures. atracom PDF
2. ATRA 2008 Technical Seminar Manual, Chrysler 62TE lubrication and clutch/ratio chart. 5.5 / 9.0 qt fills, 1.573 4th prime, 3rd gear limp-in, no reverse with a failed Low Clutch. lubrication, ratio chart
3. FCA Canada, 2015 Dodge Journey Canadian Specifications. 40TES and 62TE ratios, transfer ratio and final drives. fcapresskit.ca PDF
4. Jeff Parlee, "Solenoid Pack Information for the Chrysler 62TE," Transmission Digest, 2011. Pack contents and the 2008 minivan 3.8L/4.0L application. transmissiondigest.com
5. Sonnax, "All in the Family: Identification and Repair of Chrysler Solenoid Switch Valve Problems." Rectangular vs L-shaped valve body families and switch valve codes. sonnax.com
6. Wayne Colonna, "Even Failsafe Is Subject to Change," Transmission Digest, January 2003. 41TE 2nd gear limp-in. transmissiondigest.com