41TE Overhaul Kit 1989-2003, new and ready to install. Fits the 41TE. Ships fast from the USA.
A front-drive Caravan, Grand Caravan, Voyager, Town and Country, Stratus or Sebring from 1989 to 2003 that leaves ATF+4 on the driveway, or an A604 that is already split open on the bench, needs one thing before any clutch goes back in: a complete set of seals. This is a new overhaul kit for that span. The product description says it holds the gaskets, seals, O-rings, sealing rings and small rubber parts needed to reseal and rebuild the internal components, and the photo shows the kit sealed in a Precision International bag. It is a soft parts kit only. There are no friction plates, steel plates or filter in it, which keeps the price down if your clutches measure good or you are buying them separately.
The A604, renamed 41TE in 1992, was one of the first fully electronic transaxles in a mass-market car. It has no bands. Three input clutches (underdrive, overdrive and reverse) and two holding clutches (2-4 and low/reverse) are applied by rubber-sealed pistons, and apply oil reaches the rotating clutches through sealing rings on the input shaft and reaction shaft support. The transmission controller measures how long each clutch takes to fill and stores it as a clutch volume index. Every seal in this kit is part of that hydraulic path. When a piston lip hardens or a sealing ring wears its groove, the fill volume climbs, the controller can no longer time the shift, and the van ends up in second-gear limp mode. On the outside of the case the same aging shows up as wet gaskets and lip seals.
Clean the case, drive it and find the leak first; a single pan or cover gasket does not justify a teardown, but a leak at the pump or a weeping axle seal on a high-mileage unit often means the rest of the rubber is at the same age. For internal complaints, read the clutch volume values with a scan tool and compare them with the ranges in ATRA's 41TE/42LE bulletin. A single high clutch means a leak or worn pack in that circuit. If every value is high, read our 41TE slipping under load guide, because worn bushings and low line pressure cause the same pattern and seals alone will not fix them. If you have solenoid or switch valve codes, go through the 41TE limp mode and solenoid switch valve guide before ordering anything.
The listing covers the 41TE and A604 from 1989 through 2003. Chrysler made many running changes in the early years of the Ultradrive, so open the bag and lay the new pan, cover and retainer gaskets over your old ones before you commit to the job. 2004 and newer units use a different kit, sold as the 41TE overhaul kit for 2004. The rear-drive 42RLE in Jeep and Dodge trucks is not covered by this kit. If you are unsure of your build date, send us the year and VIN and we will check before it ships. Everything else we carry for this transaxle is on the 41TE parts page.
While the case is apart, check the input clutch drum for scoring at the seal surfaces. A cracked or grooved drum will eat new seals, and the 41TE input drum is the replacement. If the valve body bores are worn, the 1995-2005 41TE valve body saves rebuilding it.
| Fits | 41TE 1989-2003 |
| Part type | Overhaul Kit |
| Condition | New |
| Brand | OEM |
| Reference | A604 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This is the gasket and seal set: gaskets, seals, O-rings, sealing rings and small rubber parts. Frictions, steels and the filter are bought separately.
Yes, the kit is listed for the A604 and 41TE from 1989 through 2003. Because early Ultradrive units had running changes, compare the new gaskets with your old ones before you start, or send us the VIN to check.
Yes. It includes the pan and cover gaskets and the external lip seals, so it covers a reseal. Internal pressure leaks need the unit apart to reach the piston and shaft seals.
Only if the cause is a hydraulic leak in one clutch circuit. Read the clutch volume values and stored codes first. Solenoid, switch valve and wiring faults also cause limp mode and need a different repair.
ATF+4 only, with the level checked hot. After an internal rebuild run the quick learn with a scan tool so the controller relearns clutch fill volumes.
