62TE Gear Ratios and Specs

Ask three people for the 62TE gear ratios and you can get three different sets of numbers, all of them "official." One says first is 4.127. A Chrysler spec sheet for a later Grand Caravan says 3.90. Somebody on a forum insists it is a 41TE with two extra gears, so first must be 2.84. None of them are lying. They are measuring the gear train at different points, and once you see how the 62TE is built, every number reconciles.

This is the reference page we wish existed when we started building these units: the true transaxle ratios, the element that makes each one, the final drive and overall ratios, and the bench specs (clutch clearances, end play, pump clearances, torques) you need on the bench. The ratio and clearance figures come from Chrysler's 62TE service information, ATRA's 62TE technical material and FCA's own published vehicle spec sheets.

---

Recommended 62TE parts

In stock, ships same day from the USA. Secure checkout.

62TE Planetary 2007

$118.99View part

62TE Sprag Clutch 2007

$69.99View part

62TE Master Rebuild Kit with Frictions, Steels and Pistons

$271.99View part

The Short Answer: 62TE Gear Ratios

These are the transaxle ratios from Chrysler's elements-applied chart, measured through the whole gear train to the final drive:

Gear	Ratio	Main box x compounder	Elements applied
1st	4.127:1	2.84 x 1.45	UD, L/R, LC (coast), ORC holding
2nd	2.842:1	2.84 x 1.00	UD, L/R, DC
3rd (limp)	2.284:1	1.57 x 1.45	UD, 2/4, LC (coast), ORC holding
4th prime	1.573:1	1.57 x 1.00	UD, 2/4, DC
4th	1.452:1	1.00 x 1.45	UD, OD, LC (coast), ORC holding
5th	1.000:1	1.00 x 1.00	UD, OD, DC
6th	0.689:1	0.69 x 1.00	OD, 2/4, DC
Reverse	3.215:1	2.21 x 1.45	R, L/R, LC

Seven forward ratios and one reverse, per Chrysler. It is sold as a six-speed because 4th prime is not a gear the unit upshifts into. It exists for one job, covered below.

Why the Ratios Look the Way They Do

ATRA's 62TE update sums up the design in one line: Chrysler took the proven 41TE four-speed and split the transfer and pinion drive with an underdrive/direct clutch assembly that drives a double ratio to the final drive. That added hardware is what Chrysler's service information calls the underdrive compounder: a low clutch (LC), a direct clutch (DC), an overrunning clutch (ORC, a sprag) and a planetary set.

The compounder has exactly two states:

• Reduction, 1.45:1. The LC holds the compounder sun gear, the annulus drives the carrier, and output is reduced. The sprag holds in drive; the LC only applies on coast so you get engine braking.
• Direct, 1.00:1. The DC locks the compounder, and main-box ratio passes straight through.

The main centerline in front of it is the 41TE gear train, with its familiar 2.84, 1.57, 1.00 and 0.69 ratios and a 2.21 reverse. ATRA's clutch and ratio chart notes the carry-over directly: the 62TE shares its 41TE gear ratios, and the rest come from multiplying them by 1.45. FCA's own 2015 Journey spec sheet makes the point without trying to, listing the four-speed 40TES in the same document at 2.842, 1.57, 1.0, 0.69 and 2.21 reverse.

Multiply it out and every 62TE ratio falls out of the table. First is 2.84 x 1.45 = 4.127. Third is 1.57 x 1.45 = 2.284. Fourth is 1.00 x 1.45 = 1.452. Reverse is 2.21 x 1.45 = 3.215. Chrysler shows this exact math in each gear's power flow description.

What that means for the step between gears

Because the ratios are built from two multipliers, the shift spacing is uneven in a way you can feel on a road test:

• 1-2: 4.127 to 2.842, a 1.45 step (compounder only)
• 2-3: 2.842 to 2.284, a 1.24 step (both halves change)
• 3-4: 2.284 to 1.452, a 1.57 step (main box only)
• 4-5: 1.452 to 1.000, a 1.45 step (compounder only)
• 5-6: 1.000 to 0.689, a 1.45 step (main box only)

The total spread, 4.127 divided by 0.689, is just under 6.0. The 3-4 shift is the biggest single drop, and the 2-3 is the smallest but the hardest to execute. More on that next.

Double-Swap Shifts and the 4th Prime Ratio

Look at the elements chart again. Going 2-3, the unit releases L/R and DC and applies 2/4 and LC. Two elements off, two on, at the same moment. Chrysler calls this a double swap, and the 2-3, 3-2 and 4-2 all require one. Per Chrysler and ATRA, that clutch-to-clutch synchronization happens in 40 to 70 milliseconds.

The timing tolerance is what matters on a customer complaint. Chrysler states it plainly: if the compounder shifts too early relative to the main box, the result is a shudder or harsh shift. If it shifts too late, the driver feels a "double bump." So a 62TE that has a clean 1-2 and 4-5 (compounder only) and a clean 3-4 (main box only) but a rough 2-3 is telling you the two halves are out of sync. That points at a compounder clutch volume, a DC or LC circuit, or adaptives that need a Quick Learn, not a burned main-box clutch.

A 6-4 kickdown would be another double swap: 6th is OD, 2/4 and DC, while 4th is UD, OD and LC. Chrysler avoids it by dropping into 4th prime instead, releasing OD and applying UD to get 1.573:1 with the compounder staying direct. ATRA's seminar material describes it as the ratio used for the 6-4 kickdown to give a smooth transition. That is why FCA spec sheets list two fourth gears, "4th upshift 1.452" and "WOT kickdown 1.570."

The sprag earns its keep here too. ATRA notes the ORC holds in first, third and fourth, which gives a smoother 1-2, 2-1, 4-5 and 5-4. Those are the compounder-only shifts, and the sprag lets the DC apply against a freewheeling element instead of timing a second clutch release.

Final Drive, Transfer Ratio and Overall Ratio

Here is where the "3.90 first gear" comes from. The 62TE carries power from the main box to the compounder through a set of transfer gears, and FCA lists that stage separately on its spec sheets as a transfer ratio of 0.95. The final drive on the 3.6L Pentastar vans and Journeys is 3.16:1, per FCA's 2012 and 2016 Grand Caravan and 2015 Journey specifications.

FCA's sheets for the 2012 Grand Caravan and 2015 Journey list the transaxle ratios above (4.127, 2.842, 2.283 and so on). The 2016 Canadian Grand Caravan sheet lists 3.90, 2.69, 2.16, 1.37/1.49, 0.95, 0.65 and 3.04 reverse, with the same 0.95 transfer ratio and 3.16 final drive. Those line up, within rounding, with the transaxle ratios multiplied by the 0.95 transfer ratio. Same hardware, different point of measurement.

Item	Value	Note
Transfer ratio	0.95:1	FCA spec sheets, 3.6L applications
Final drive	3.16:1	Grand Caravan 3.6L, Journey 3.6L
Overall 1st	about 12.39:1	4.127 x 0.95 x 3.16
Overall 6th (top gear)	2.068:1	0.689 x 0.95 x 3.16; FCA 2016 sheet lists 2.068

Before you quote a final drive for an early Sebring, Avenger or Pacifica, confirm it against that vehicle's own spec sheet or the PK number. We have only listed values we could verify for the 3.6L applications.

Where the 62TE Is Used

• 2007-up launch applications (ATRA): JS Sebring, Sebring Convertible and Avenger with the 3.5L V6, and the CS Pacifica with the 4.0L V6.
• Dodge Journey 3.6L V6: FCA lists the 62TE and AWD 62TEA on SXT, Crossroad, Limited, R/T and R/T Rallye trims with the 3.6L (2015 spec sheet).
• Dodge Grand Caravan 3.6L V6: standard transaxle per FCA's 2012 and 2016 specifications.

For identifying a specific unit by bar code label, PK number and sensor count, see our 62TE identification guide.

Bench Specs: Clutch Clearances and End Play

These are from the specifications table in Chrysler's 62TE service information. Clearances are measured with a dial indicator and air, averaged across four points 90 degrees apart, as the procedure specifies.

Clutch / check	Specification	How it is set
Underdrive (UD)	0.91-1.47 mm (0.036-0.058 in)	Select pressure plate
Overdrive (OD)	0.491-2.345 mm (0.019-0.092 in)	No selection; out of spec means misassembled
Reverse (R)	0.76-1.245 mm (0.030-0.049 in)	Select snap ring
2/4	0.76-2.64 mm (0.030-0.104 in)	No adjustment
Low/Reverse (L/R)	0.89-1.47 mm (0.035-0.058 in)	Select reaction plate
Low clutch (LC)	0.48-0.76 mm (0.019-0.030 in)	Compounder
Direct clutch (DC)	0.95-1.41 mm (0.037-0.056 in)	Select reaction plate
Input shaft end play	0.13-0.64 mm (0.005-0.025 in)	Select thrust plate
Output shaft gear drag torque	3-8 in-lb	Shim; 0.04 mm steps
Remote pinion drag torque	2-8 in-lb	Final drive
Differential turning torque	10-20 in-lb	Final drive

Look at how tight the LC window is: 0.28 mm of total range, against more than 1.8 mm on the OD. The compounder clutches are small and their volume windows on the scan tool are correspondingly narrow. A compounder pack set at the loose end of spec will show up as a lazy 1-2 or 4-5 long before the main box clutches complain.

Pump Clearances and Key Torques

Item	Specification
Pump outer gear to pocket	0.089-0.202 mm (0.0035-0.0079 in)
Pump outer gear to crescent	0.060-0.298 mm (0.0023-0.0117 in)
Pump inner gear to crescent	0.093-0.385 mm (0.0036-0.0151 in)
Gear end faces to reaction shaft support	0.020-0.046 mm (0.0008-0.0018 in)
Front/rear carrier pinion end play	0.15-0.61 mm (0.006-0.024 in)
Output transfer gear bolt / transfer gear nut	271 N·m (200 ft-lb)
Oil pump to case bolts	30 N·m (265 in-lb)
Differential cover bolts	61 N·m (45 ft-lb)
Ring gear to case bolts	95 N·m (70 ft-lb)
Valve body bolts	7 N·m (50 in-lb)
Speed sensor bolts	12 N·m (105 in-lb)
Filter nuts / pan bolts	5 N·m (40 in-lb) / 6 N·m (50 in-lb)
Torque converter to driveplate	60 N·m (44 ft-lb)
Transaxle to engine	70 N·m (52 ft-lb)

Fluid is ATF+4 only. Chrysler's filter service calls for four quarts through the fill tube, then setting the level hot at 82 C (180 F). Full capacities and the 9336A level procedure are in our 62TE fluid type and capacity guide.

Using the Ratios to Diagnose

The ratio chart is a diagnostic tool, not trivia. The TCM checks every gear by comparing speed sensor readings against the expected ratio, and ATRA's 62TE DTC list shows a code for each one:

• P0731 through P0736: gear ratio error in 1st, 2nd, 3rd, 4th, 5th and reverse. P0729: ratio error in 6th. P1741: ratio error in 4th prime.
• P0792, compounder speed ratio error: the compounder is not delivering the 1.00 or 1.45 it was commanded to. This separates a compounder problem from a main box problem in one code.

Pair any ratio code with the elements chart and look for the common element. A slip in 1st, 3rd and 4th only (all compounder reduction) with a clean 2nd, 5th and 6th points at the compounder sprag or its circuit. Slips in 2nd, 4th prime, 5th and 6th (all compounder direct) put the DC under suspicion. ATRA adds one important note on the LC: if it fails there is no engine braking and no reverse, because it is applied in reverse and on coast. And if the unit defaults to a single gear, ATRA confirms limp mode on the 62TE is 3rd, 2.284:1, which is why a limp-in van pulls away from a stop so sluggishly.

For the full isolation procedure, see our 62TE slipping guide and 62TE line pressure testing.

FAQ

What are the gear ratios of a 62TE transmission?

Per Chrysler's service information, the 62TE runs 4.127 first, 2.842 second, 2.284 third, 1.452 fourth, 1.000 fifth and 0.689 sixth, plus a 1.573 fourth prime ratio used on a 6-4 kickdown and a 3.215 reverse. That is seven forward ratios and one reverse.

Why do some spec sheets list 3.90 as the 62TE first gear?

Some FCA sheets, such as the 2016 Canadian Grand Caravan specifications, list ratios with the 0.95 transfer ratio folded in. 4.127 times 0.95 is about 3.92, which rounds close to the 3.90 shown. The hardware is identical; the number is simply measured at a different point in the gear train.

What is the final drive ratio on a 62TE?

FCA lists a 3.16:1 final drive with a 0.95 transfer ratio for the 3.6L Grand Caravan and 3.6L Journey. That gives an overall top gear of 2.068:1, which is 0.689 times 0.95 times 3.16.

What is 4th prime on the 62TE?

4th prime is a 1.573:1 ratio made with the UD, 2/4 and direct clutches. Chrysler uses it on a 6-4 kickdown so the transaxle only has to release the OD clutch and apply the UD clutch, instead of performing a harsher double-swap shift into regular fourth.

What gear is 62TE limp mode?

ATRA's 62TE material lists third gear, 2.284:1, as the limp mode gear. That is why a 62TE in limp-in pulls away from a stop so sluggishly.