62TE Rebuild Parts
What You Actually Need

The 62TE is Chrysler's six-speed front-wheel-drive transaxle, in production from 2007 and fitted to the Dodge Journey, Grand Caravan, Avenger and Caliber-platform cars, the Chrysler Town & Country, 200 and Sebring, the VW Routan, and the Ram C/V. Mechanically it is the 41TE four-speed with a compounder assembly bolted to the back of it. The main gear train and clutch packs carry over almost unchanged; the extra two ratios come from a planetary set in the transfer gear housing.

Understanding that layout is the whole game when you are buying parts. The 62TE has two distinct failure zones that behave nothing alike. The front half fails like a 41TE: clutch packs wear, sealing rings leak, line pressure drops, and you get slipping and ratio codes. The back half fails in its own way, through the transfer shaft bearings, and that failure is mechanical, noisy, and contaminates everything downstream of it. A parts list that covers one zone and ignores the other is how these units come back.

The Transfer Shaft Bearing — The Signature 62TE Killer

If you learn one thing about this transaxle, make it this. The transfer gear assembly at the rear of the case carries the drive from the main gear train down to the differential, and the bearings supporting that transfer shaft are the weak link in the design. They fail on high-mileage vans and crossovers with depressing regularity, and they take the unit with them.

What it sounds like: a whine or growl that rises and falls with road speed, not engine speed. That distinction is the diagnosis. Put the vehicle in neutral at speed and coast; if the noise is still there, it is downstream of the torque converter and you are listening to a bearing, a transfer gear, or a differential. Under load, especially light throttle at 30 to 50 mph, it gets louder. Many owners chase wheel bearings for months before somebody puts a stethoscope on the transaxle case.

What it does if you keep driving: the bearing races spall, then the rollers break down, then the transfer gears lose their preload and start to walk. Steel debris goes into the fluid, through the cooler, into the valve body bores, and into every clutch pack in the unit. A transfer bearing caught early is a bearing and gear job. Caught late, it is a full teardown with a contaminated pump and a wrecked valve body.

Parts you need for it: the transfer shaft bearing set (typically supplied as a matched cup-and-cone pair per end), the transfer shaft itself if the races have spun or the journals are scored, and the transfer gears if the tooth faces are pitted. Bearing sets run roughly $60 to $220 for the pair depending on brand; a transfer shaft and gear set can push $250 to $600. Shim selection matters here — preload has to be set to spec, and reusing the old shim stack after replacing bearings is a guess, not a repair.

Do not skip: flush the cooler and lines completely, and clean the transfer housing to bare metal. Steel dust hides in the case webbing and comes right back out into fresh fluid.

Clutch Packs — Underdrive, Overdrive, Reverse, 2-4, and Low/Reverse

The 62TE uses the same family of clutch packs as the 41TE, plus the compounder clutch in the transfer housing. In practice, two of them do most of the dying.

Underdrive clutch pack

Applied in 1st, 2nd and 3rd, which means it is under load for the vast majority of every mile the vehicle drives. It is the most-worn friction element in the transaxle and the one most often found burnt on teardown. Symptoms are slipping in the lower gears, a flare between shifts, and P0731 or P0732. Replace it every rebuild without discussion. Frictions and steels together typically run $45 to $110 for the pack.

Overdrive clutch pack

Applied in the upper ratios. Wears more slowly than the underdrive pack but burns fast when line pressure drops or when a sealing ring leaks into that circuit. Symptoms are slipping only at highway speed and P0734, P0735 or P0736. Budget $40 to $95.

Reverse and 2-4 clutch packs

Lower duty cycle, but both live in the same fluid as everything else. If the unit ran hot or ate a bearing, they are contaminated too. Replace them as part of a master kit rather than pricing them individually — buying them separately is almost always more expensive than the kit that includes all four packs.

Low/reverse compounder clutch

In the transfer housing, part of the compounder assembly that provides the extra ratios. It is easy to overlook because it is not in the main case. If you have the unit apart for a transfer bearing anyway, inspect and replace it there.

The practical answer for all of it is a master rebuild kit: frictions, steels, bonded pistons, seals, gaskets, sealing rings and the filter in one box, generally $180 to $420 depending on whether you get bonded pistons and premium frictions. Buying a kit is cheaper than buying four clutch packs and a seal kit separately, and it guarantees your friction and steel thicknesses are matched.

Solenoid Pack — And Why the TCM Matters Here

The 62TE solenoid pack sits on the valve body and carries the pressure control and shift solenoids plus the pressure switches. On these units the transmission control module is integrated with the solenoid pack assembly rather than living somewhere else in the car, which changes how you buy the part and how you finish the job.

Symptoms of a failing solenoid pack: erratic or harsh shifts that come and go, limp mode that clears on a key cycle and returns, solenoid circuit codes, and pressure switch rationality codes. Fluid contamination is the usual cause. Sludge and friction material work into the solenoid screens and the pack stops responding predictably. Heat is the second cause — these live in a hot transaxle in a heavy van, and the electronics inside eventually fail.

Expect $180 to $500 for a solenoid pack depending on whether it is OE, remanufactured, or a quality aftermarket unit, and whether the TCM is included. On applications where the module is part of the assembly, plan on a scan tool for the quick-learn and, on some years, module programming to the vehicle. That is not optional. A 62TE with an unlearned solenoid pack shifts badly and the customer comes back.

Reuse or replace: replace if the pan had friction material or metal in it, if you have any solenoid electrical code, or if the unit was in limp mode. Reuse only if the fluid was genuinely clean, the failure was clearly mechanical, and the pack passes resistance checks. Related reading: 62TE solenoid pack replacement cost and 62TE limp mode diagnosis.

Pump, Sealing Rings and Bushings

The front oil pump feeds everything. On a unit that ate a transfer bearing, the pump has been circulating steel for however long the owner ignored the noise, and the gear faces and the pump body wear rings show it. Inspect the pump gears for scoring and check the pressure regulator bore for wear. A replacement pump assembly generally runs $150 to $400.

Sealing rings are the quiet cause of most 62TE slipping complaints that are not a burnt clutch. They ride on the shafts and hold apply pressure inside each clutch circuit. When a ring hardens, cracks or wears a groove into its bore, the circuit leaks, the affected clutch does not fully apply, and you get slip plus a ratio code that looks like a clutch pack failure. Rings come in every master kit and cost almost nothing individually. Always replace them, and always inspect the bores they run in — a worn bore will leak with a brand new ring in it.

Bushings are the same story. A worn pump or shaft bushing lets a shaft run off-center, which chews sealing rings and drops pressure. If the old bushings show copper or an out-of-round bore, replace them while the unit is on the bench. Individually they are a few dollars each. Skipping them is the cheapest way to build a transmission that slips at 20,000 miles.

Filter, Pan Gasket and Fluid

The 62TE filter and pan gasket kit is a $20 to $45 part and there is no scenario where you reuse either. What matters more is what you find on the way in. Cut the old filter open. Fine gray paste is normal wear. Black fibrous strands are friction material. Bright metal flake or fine steel dust is a bearing, and on a 62TE that means look at the transfer housing before you do anything else.

Fluid is ATF+4 and nothing else. This is not brand loyalty. The Chrysler adaptive shift strategy learns clutch volume index values based on a specific friction characteristic, and the clutch material in the unit is matched to that fluid. Put universal or Dexron-type fluid in a 62TE and you get shudder, wrong adapts, and accelerated clutch wear that shows up as a warranty comeback three months later. Pan drop takes roughly 9 quarts; a dry fill after a rebuild is closer to 12 to 13 quarts depending on year and cooler volume. Fill, check level at operating temperature per the procedure for your year, and run the quick-learn.

Torque Converter — A Diagnostic Consideration

We do not sell converters, but you cannot honestly write a 62TE rebuild guide without addressing them. Two things to know. First, if the unit failed with any metal in the fluid, the converter is a contamination reservoir; it holds a meaningful volume of debris that no cooler flush reaches. Second, a shudder complaint at light throttle around 40 to 55 mph on these vans is frequently a converter clutch issue rather than a gear train problem, and fluid condition drives it.

Practically: a converter that has been through a contaminated failure should be replaced or professionally rebuilt, and the cooler and lines have to be flushed properly either way. Reinstalling a debris-loaded converter onto a fresh build is the most common reason a good rebuild fails early.

62TE Parts Price Reference (2026)

A realistic DIY 62TE rebuild lands somewhere around $500 to $900 in parts if the hard parts survived, and $900 to $1,600 if you are also replacing transfer gear components, a pump, and a solenoid pack. Shop rebuilds on these typically run well north of that once labor is included, because pulling a transaxle out of a minivan is not a fast job.

Reading the Codes Before You Buy Anything

• P0731 through P0736 — gear ratio errors, 1st through 6th. The TCM compared input speed to output speed and the ratio was wrong for the commanded gear. These identify which element slipped. They do not identify why. A ratio code plus clean fluid often means a sealing ring or low pressure; a ratio code plus friction material in the pan means the clutch pack itself.
• P0868 — line pressure. Measured pressure did not track commanded pressure. Check fluid level first, then put a gauge on the line pressure tap. Low pressure across the board points at the pump, the pressure regulator, or a large internal leak. Pressure that is fine at idle and collapses under load points at a leaking circuit.
• P0700 — the TCM is requesting the MIL. It is a pointer, not a fault. Read the TCM directly for the real code.
• Pressure switch rationality codes. The switches live in the solenoid pack. When several set together, suspect the pack or a pressure problem feeding it, not a mechanical failure in that specific clutch.

The order that saves money: check fluid level and condition, pull the codes and the clutch volume index values, gauge line pressure, then drop the pan and read the debris. Four steps, an hour of work, and you will know whether you are buying a solenoid pack or a rebuild kit. For a broader symptom walkthrough, see 62TE transmission problems and 62TE valve body replacement cost.

FAQ

What is the most common 62TE failure?

Transfer shaft bearing failure in the transfer gear housing. It starts as a speed-sensitive whine that changes with road speed rather than engine speed, and it eventually contaminates the whole transaxle with bearing debris. It is the single failure that defines this unit and the reason a 62TE rebuild has to include the transfer gear assembly, not just the clutch packs.

Can I just replace the 62TE solenoid pack instead of rebuilding?

Sometimes. If the clutch volume index values are still in range, the fluid is clean, and the complaint is erratic shifts or limp mode rather than slipping, a solenoid pack can fix it outright. If the pan has friction material or bearing debris in it, a solenoid pack is a band-aid on a failed unit.

What do P0731 through P0736 mean on a 62TE?

They are gear ratio codes for 1st through 6th. The TCM compares input speed to output speed and flags the gear whose ratio does not match what it commanded. They tell you which element is slipping but they are almost never a reason to replace a sensor. Treat them as a pointer to a clutch pack, a sealing ring leak, or low line pressure.

Does P0868 mean the 62TE pump is bad?

P0868 is a line pressure code, not a pump part number. It means measured pressure did not match commanded pressure. Causes include a worn pump, a leaking sealing ring, a stuck pressure regulator, a failing solenoid pack, or simply low fluid. Verify with a gauge on the line pressure tap before buying a pump.

What fluid does a 62TE take?

ATF+4 only. The 62TE holds roughly 9 quarts in a pan drop and closer to 12 to 13 quarts for a full dry fill depending on year and cooler volume. Universal or Dexron-type fluid changes the friction characteristic these clutch packs and the TCM adaptive strategy are calibrated for.

Is a 62TE rebuild worth it versus a reman unit?

If you are doing the labor yourself and the case and transfer housing are clean, a rebuild with a good master kit is far cheaper. If you are paying shop labor either way, the price gap narrows and a reman unit with a warranty is often the better call, because the labor to pull a 62TE is the expensive part and you only want to do it once.