Best 41TE Rebuild Kit
A604 / 40TE Buyer's Guide

The 41TE began in 1989 as the A604 Ultradrive, Chrysler's first fully adaptive, electronically controlled four-speed front-wheel-drive transaxle. It went on to spend decades in Caravans, Grand Caravans, Voyagers and Town & Countrys, plus the Sebring, Stratus, Avenger, PT Cruiser and Journey. The 40TE is the lighter-duty version of the same design behind smaller engines, and most soft parts are shared across the family.

Short version: most 41TE units that need a rebuild come out of high-mileage vans with dark fluid and a burnt underdrive pack. Buy a master kit matched to your model year, and plan on a solenoid pack and filter in the same order.

Which Kit Fits Your Situation

In stock: the 41TE overhaul kit, the 41TE master rebuild kit, the 41TE banner rebuild kit, and the A604 / 40TE / 41TE master rebuild kit. If you are unsure what the tier names mean, read rebuild kit vs master overhaul kit.

Match the Kit to Your Year

41TE kits are split by model year, and the common break is 1989-2003 versus 2004-up. Later units picked up revisions to seals, sealing rings and some clutch components, so an early kit in a late case (or the reverse) is how people end up with a leftover seal and a missing one. Our listings are split the same way:

• 41TE master rebuild kit, 1990-2003
• 41TE master rebuild kit, 2004-up
• 41TE overhaul kit, 1989-2003 and 2004-up

Go by the vehicle's build date and the transmission's ID tag, not just the model year on the registration. Lay the old seals and rings next to the new ones before anything goes in.

What Wears Out Inside a 41TE

The 41TE has no bands. Every driving and holding element is a clutch pack: underdrive, overdrive and reverse in the input clutch retainer, plus the 2-4 and low/reverse holding clutches. The TCM runs four solenoids (underdrive, overdrive, 2-4 and low/reverse with converter clutch) and watches pressure switches to confirm each circuit applied.

• Underdrive pack. Applied in first, second and third, so it does most of the work and burns first. A master kit replaces it; never reuse it.
• Overdrive and reverse packs. Wear when sealing rings or bushings leak apply pressure. No reverse with good forward gears usually points here.
• Bushings and sealing rings. Worn pump and reaction shaft support bushings let shafts run off-center and chew the rings. New frictions on worn bushings is a delay, not a rebuild.
• Solenoid pack and pressure switches. Contaminated fluid loads the screens and produces erratic shifts and limp mode that look like internal failure. See our 41TE solenoid pack buyer's guide.

The scan tool helps before teardown: the 41TE reports clutch volume index (CVI) values for each clutch. A CVI that is far higher than the others tells you which pack is worn before you pull the unit.

Replace These While It Is Apart

• Solenoid pack. If the original is past 100,000 miles or the pan had friction material in it, install the A604 / 41TE solenoid block pack or the 41TE solenoid kit.
• Filter and pan gasket. The A604 / 41TE / 40TE filter kit. Never reuse the filter.
• Pump. Scored gears or a worn regulator bore means a replacement 41TE pump.
• Input clutch retainer. Check the retainer and its hub splines for wear and cracking. A 41TE input drum is cheaper than a second teardown.
• Valve body. Worn bores cause the same harsh and flaring shifts people blame on the TCM. A 41TE valve body fixes all of them at once.
• Cooler and lines. Flush until the fluid runs clean. Burnt-clutch debris hides in the cooler.

ATF+4 and Quick Learn Are Not Optional

The 41TE takes Chrysler ATF+4 (MS-9602) only. Not Dexron, not Mercon, and not a universal fluid. The friction material in the kit and the TCM's adaptive strategy are built around ATF+4, and the wrong fluid shows up as shudder, harsh engagements and a burnt underdrive pack. It is the single biggest reason early Ultradrives got a bad name.

After a rebuild, solenoid pack replacement or TCM replacement, run the Quick Learn procedure with a scan tool that supports it. Quick Learn teaches the TCM the clutch volumes of the new packs. Skip it and the van bangs into gear or flares between shifts, and the owner thinks the rebuild failed. Then drive it through all four gears at light throttle so the adaptives can settle.

Common Mistakes

• Rebuilding when the real problem was a speed sensor, the solenoid pack or its connector.
• Skipping clutch clearance checks. Each pack is set with selective snap rings or reaction plates; measure every one.
• Not air-checking the clutches before the valve body and solenoid pack go on.
• Mixing an early kit with a 2004-up case.
• Filling with anything but ATF+4, or checking level cold.

FAQ

What is the best 41TE rebuild kit?

For most high-mileage vans and cars, a master rebuild kit matched to your year range (1989-2003 or 2004-up). It replaces every friction and steel along with the seals, gaskets and sealing rings. Overhaul and banner kits only make sense when the steels are still flat and the fluid was clean.

Do A604, 40TE and 41TE use the same rebuild kit?

The A604 is the original name of the 41TE, and the 40TE is the lighter-duty version of the same design. Many kits are listed for all three, but plate counts can differ, so confirm the kit matches your specific unit and year.

What fluid does a 41TE take?

Chrysler ATF+4 (MS-9602) only. Do not use Dexron, Mercon or universal fluids.

Do I need to do a Quick Learn after rebuilding a 41TE?

Yes. Run Quick Learn with a capable scan tool after a rebuild, solenoid pack replacement or TCM replacement, then drive through all gears so the adaptives can settle.

Does the 41TE have bands?

No. The 41TE uses five clutch packs: underdrive, overdrive, reverse, 2-4 and low/reverse. There are no bands to adjust.