41TE Valve Body 1989-2006, remanufactured and ready to install. Fits the 41TE. Ships fast from the USA.
If your Dodge Caravan, Chrysler Town and Country, Plymouth Voyager, Stratus or Sebring is stuck in second gear, takes a long time to grab reverse, or bangs through the 1-2 and 2-3 shifts, the 41TE valve body is one of the first parts to check. Chrysler first called this transaxle the A604 Ultradrive, and this remanufactured valve body is listed for the long 1989-2006 run. That span covers two important hydraulic changes, so this page spends some time on how to tell which version you have.
The 41TE has no bands. It shifts with four clutches, underdrive, overdrive, 2-4 and low/reverse, and the valve body decides which of them gets oil. The solenoid pack on top of the body converts commands from the transmission controller into pressure, while pressure switches report back so the controller can confirm each apply. Two valves in the casting do a lot of the work. The pressure regulator valve sets line pressure for every clutch, and the solenoid switch valve directs oil between the low/reverse clutch and the converter clutch and, through plugs at the end of its bore, to the 2nd and overdrive clutches. When the controller sees a fault it cannot manage, it defaults to second-gear limp-home operation.
Sonnax links worn pressure regulator bores to low line pressure, soft shifts and burnt clutches, and links a sticking solenoid switch valve to bind-up, stalling, failsafe and lockup complaints.
Check the fluid first, then read codes and the Clutch Volume Index values with a scan tool. A high low/reverse CVI with a delayed reverse points at the low/reverse piston retainer seal or clutch wear, not the valve body. A high underdrive CVI with slipping under load can be a worn input clutch hub bushing leaking underdrive oil. Normal CVIs with pressure, lockup or solenoid codes point back to the valve body and solenoid pack. Our 41TE/A604 Ultradrive problems guide covers CVI reading and the switch valve fix, and the 41TE slipping under load guide separates pressure problems from clutch and bushing leaks.
This valve body fits 41TE and A604 transaxles from 1989-2006 in Chrysler, Dodge and Plymouth minivans and in the Neon, Stratus and Sebring. It does not fit the rear-drive 42RLE in the Jeep Liberty; that unit has its own 42RLE valve body. Two details matter inside this range. Later units added variable line pressure, which you can spot by the line pressure solenoid and pressure transducer mounted on the valve body; earlier units have neither. And Sonnax reports that around the 2006 model year Chrysler enlarged the solenoid switch valve's large spool from 0.420 in to 0.453 in. A 2006 owner should compare against our 41TE valve body 2006 listing as well. Match casting number, solenoid pack and connector to your old unit or send us your year and VIN, and see the full lineup on the 41TE parts page.
Drop the pan, remove the filter, unplug the solenoid pack connector and remove the valve body bolts, keeping track of the manual valve and park rod as it comes out. Install the new unit with the bolts torqued evenly in sequence so the separator plate seats flat, then fit a new filter and refill with ATF+4. If the solenoid pack on your old assembly is suspect, a 41TE solenoid kit is cheaper to swap now than later. When the pan shows heavy clutch debris, plan on a 41TE overhaul kit rather than trusting a fresh valve body to save worn clutches. Finish with a quick learn using a scan tool and several drive cycles so the controller resets its clutch volume values.
| Fits | 41TE 1989-2006 |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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.
The listing spans 1989-2006, which covers both styles. VLP units have a line pressure solenoid and transducer on the valve body. Check yours and send us your year and VIN so we can confirm the correct version before you order.
Second gear is the 41TE's limp-home default when the controller detects a fault it cannot manage. Causes range from a solenoid pack or wiring fault to valve body wear or a clutch problem, so read the codes and CVIs before buying parts.
Only if the cause is hydraulic. A delayed reverse with a high low/reverse CVI usually points at the low/reverse piston retainer seal or clutch wear, which a valve body will not fix.
ATF+4. Using a generic fluid in a 41TE can cause shift complaints that feel just like a failing valve body.
Yes. Run the quick learn procedure with a capable scan tool, then drive through all gears so the controller rebuilds its clutch volume values against the new valve body.
No. The Liberty uses the rear-wheel-drive 42RLE, which needs its own valve body even though it shares design roots with the 41TE.
