62TE Won't Shift Into Overdrive: Causes and Fix

A 62TE that "won't go into overdrive" can mean three different things, and they have three different fixes. Some vans sit in third and never upshift at all. Some go through third and fourth prime and then stop. Some make it all the way to fifth and just never pick up sixth. Before you order anything, figure out which one you have, because the gear it stops in points straight at the circuit that failed.

The numbered references point to the Sources list at the bottom.

Recommended 62TE parts

What fixes a 62TE that will not upshift: a solenoid block pack for solenoid circuit codes, a valve body when the switch valve bore is worn, and a master kit with frictions and pistons for a burnt OD pack.

62TE Transmission Main Solenoid Block Pack, Chrysler/Dodge

$193.99

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62TE Valve Body 2007-2016

$278.45

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62TE Master Rebuild Kit with Frictions, Steels and Pistons

$271.99

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What "overdrive" means on a 62TE

There is no OD button on these. The 62TE is a 41TE main box with an underdrive compounder bolted behind it, and it has seven forward ratios counting fourth prime [1]. Only sixth is a true overdrive, at 0.69:1. Fifth is 1.00:1. The overdrive (OD) clutch, though, is applied in fourth, fifth and sixth [1], so when drivers say "no overdrive" they usually mean it will not get past third or fourth prime, which are the last gears that run without the OD clutch.

Here is what Chrysler shows applied in each forward gear [1]:

Two things in that chart drive the whole diagnosis. First, third is the default gear: Chrysler states it outright, it is the limp-in position [1]. Second, the OD clutch shows up for the first time in fourth. If the OD clutch or its feed circuit is dead, the unit tops out at third or fourth prime, and the TCM will usually throw a code and park it in third anyway.

Step 1: Rule out the things that are not failures

• Autostick. With the shifter in the Autostick gate, the transaxle stays in whatever gear the driver picked and will not upshift on its own. Moving the lever back to the OD position cancels Autostick and puts it back on the normal shift schedule [1]. Check the gear display in the cluster before anything else. A sticky Autostick switch sets P0952 (Autostick input circuit low) [2].
• Temperature strategies. The 62TE code list includes P0218 (high temperature operation activated) and P1791 (manual shift overheat) [2]. If either is stored, the TCM was protecting the unit, and the real question is why the fluid got that hot: towing, a restricted cooler, low fluid, or a converter that is not locking.
• Fluid. ATF+4 only, checked at operating temperature. Chrysler's level check is done off the dipstick height against the transmission fluid temperature on the scan tool, and the recheck is at 82 C (180 F) [1]. Low fluid on a unit that also shows P0944 (loss of pump prime) or P0868 (line pressure low) [2] is a fluid problem first. Capacities and the procedure are in our 62TE fluid type and capacity guide.

Step 2: Stuck in third every time? That is limp-in

If it launches, goes straight to what feels like a second or third gear start and never shifts again, and the MIL is on, the TCM has put it in limp-in. ATRA describes the logic: the solenoid circuits are tested periodically and again whenever a gear ratio or pressure switch error occurs, and a failure sets the DTC, lights the MIL and sends the transmission to neutral if the fault happens above 35 km/h (22 mph), or to limp-in below that [2]. That is why a lot of these come in as "lost drive on the highway, then it came back in one gear after a restart."

Read every stored code, not just the first one. The groups that matter here [2]:

• Solenoid circuits: P0750 (L/R), P0755 (2-4), P075A (LC), P0760 (OD), P0765 (UD), P076A (DC).
• Gear ratio errors: P0734 (4th), P0735 (5th), P0729 (6th), P1741 (4th prime), plus P0792 (compounder speed ratio).
• OD and 2/4 pressure checks: P0870 (OD hydraulic pressure test), P0871 (OD pressure switch rationality), P0845 and P0846 (2-4), and P0992 (2-4/OD hydraulic pressure test).
• Power and relay: P0882 and P0883 (TCM power input low/high), P0888 and P0891 (transmission relay always off/on).

Do not skip the power codes. Wayne Colonna wrote up a 2015 Ram ProMaster that came in stuck in failsafe with P0883. The power distribution center showed heat discoloration, and the transmission relay was stuck on, keeping voltage on the solenoid block with the key off. A previous shop had wired a replacement relay in under the bad PDC instead of fixing the real fault [6]. Nothing inside the transaxle was wrong. Check relay function and TCM supply voltage before you condemn the solenoid pack.

A solenoid circuit code with good power and grounds usually does come back to the solenoid/pressure switch assembly, which bolts to the valve body and plugs into the case through a 23-way connector [1]. Our 62TE shift solenoid symptoms guide covers the pack testing in detail.

Step 3: Shifts to third or fourth prime but never fourth or fifth

No limp-in, no MIL at first, but it runs out of gears early. This is the OD clutch or its circuit. Scan it while driving: if the TCM commands fourth and the input speed flares instead of dropping to the fourth-gear ratio, the OD clutch is not holding. Expect P0734 or P0735 and often P0870 [2]. Because the 62TE uses pressure switches on the L/R, 2/4, DC, LC and OD circuits [2], a P0870 means the TCM commanded OD apply and did not see pressure on the OD switch. That can be a real leak in the OD circuit, a bad switch, or a burnt pack, so do not stop at the code description.

Solenoid switch valve wear

On the 62TE valve body, the solenoid switch valve directs oil between the L/R clutch and the converter clutch and, through shuttle valves, controls oil delivery to the 2nd and overdrive clutches. Sonnax lists "overdrive clutch burned," failsafe, no converter lockup, bind-up and stalling among the symptoms of a worn switch valve bore, along with codes 841, 868, 871, 1775 and 1776 [4]. Their recommendation is to vacuum test the bore before you decide on a repair, and they sell oversize valve and plug kits for the 62TE family [4]. If you put a new OD pack in a unit with a leaking switch valve bore, it will burn again.

Check the OD clutch volume

ATRA lists a preliminary 62TE OD clutch volume index range of 42 to 143 [3]. The TCM calculates that number from how long the ratio change takes after it commands the shift [3]. An OD volume at the top of the range or over it, together with a fourth or fifth gear ratio code, points at worn OD frictions or a leak in the OD feed. A normal OD volume with a P0870 points you back toward the switch and the valve body.

Air check it before you pull the unit

With the pan and valve body off and test plate 9741 installed, apply air to the hole marked OD. You want an audible thud when the piston applies, and the piston should return when you remove air [1]. A hiss with no apply means a leak in the OD circuit inside the case or input clutch assembly. Chrysler torques the test plate and the valve body to 6 N-m (50 in-lb) [1].

Step 4: Gets fifth, never sixth

Sixth is OD, 2/4 and DC [1]. Fifth already uses OD and DC, so if fifth holds and sixth does not, the element that changes is the 2/4 clutch. Look for P0729 (6th gear ratio error), P0845 (2-4 hydraulic pressure test) and P0992 (2-4/OD hydraulic pressure test) [2].

If this shows up right after a rebuild, look at your own work first. ATRA calls it the most common builder error on this unit: a seal installed upside down blocks the 2/4 clutch circuit and causes a loss of third in limp mode, fourth or sixth. It has to go in with the slot facing up [3]. It is a quick check with the pan off and it has saved a lot of second teardowns.

A slipping direct clutch can also cost you sixth, but it will not hide there. DC is applied in second, fourth prime, fifth and sixth [1], so a DC problem shows up as a 1-2 slip and P0792 or P0735 well before the driver notices a missing sixth. ATRA ties exactly that pattern to worn ring lands on the compounder low clutch drum and a worn direct clutch housing snap ring groove [3], and GEARS names P0732 and P0735 as the codes pointing at a probable compounder failure [5].

Step 5: Everything is late or missing

If the upper gears are all weak and the codes are mixed, check what every gear shares: line pressure. The 62TE runs torque-based line pressure through the pressure control solenoid and reads it back on the line pressure sensor; ATRA notes line pressure is set to 120 or 135 psi during shifts and in park and neutral, and P0868 sets when actual pressure stays below target while driving [2]. GEARS documents a check ball in the case line port near the pan that can come loose and dump mainline pressure; the permanent fix is to tap the hole to 1/8 in. pipe thread and install a thread-locked pipe plug [5]. ATRA also flags the cooler bypass valve as a high-risk area worth replacing on any repair [3]. Gauge it before you guess; our 62TE line pressure testing guide has the procedure.

The fix, by what you found

• Power or relay fault: repair the supply side, clear codes, done. No internal work [6].
• Solenoid circuit code with good power: solenoid/pressure switch assembly, then a Quick Learn.
• P0870 with a worn switch valve bore: valve body repair with an oversize switch valve kit, or a replacement valve body [4].
• Burnt OD pack: unit-out. Chrysler's OD pack is four frictions and three steels, the OD/reverse pressure plate goes in with the large step down toward the OD pack, and clearance is measured with 30 psi of air in four places 90 degrees apart and averaged. The spec is 0.491 to 2.345 mm (0.019 to 0.092 in.) [1]. Fix the switch valve bore at the same time.
• No sixth after a rebuild: pull the pan and check that seal orientation before anything else [3].

After any overhaul or clutch replacement, Chrysler requires the TCM Quick Learn [1]. Run it, then drive through every shift hot so the clutch volumes relearn.

Need parts for this job?

Our 62TE parts page has master rebuild kits, solenoid packs, valve bodies, input drums and ATF+4 service kits, all on our own checkout. The 62TE takes ATF+4 only; see the transmission fluid spec chart.

FAQ

Why won't my 62TE shift into 6th gear?

Sixth gear uses the OD, 2/4 and direct clutches. If the van shifts into fifth but never sixth, the element that changes is the 2/4 clutch, so look for P0729, P0845 or P0992. On a freshly rebuilt unit, ATRA's most common builder error is a seal installed upside down that blocks the 2/4 circuit and costs third in limp, fourth or sixth.

Why is my 62TE stuck in third gear?

Third is the 62TE's default limp-in gear. The TCM puts it there after a solenoid, gear ratio or pressure switch fault, and if the fault sets above 22 mph the unit goes to neutral first. Read all stored codes, including relay and TCM power codes like P0883, before replacing parts.

What does P0870 mean on a 62TE?

P0870 is the OD hydraulic pressure test. The TCM commanded the overdrive clutch on and did not see pressure on the OD pressure switch. The cause can be a bad switch, a leak in the OD circuit such as a worn solenoid switch valve bore, or a burnt OD clutch pack, so confirm with an air check and the OD clutch volume.

Does a 62TE have an overdrive button?

No. The 62TE has no O/D off switch. Holding a lower gear is done with Autostick, and while the shifter is in the Autostick gate the transaxle will not upshift on its own. Moving the lever back to the OD position returns it to the normal shift schedule.