62TE Pressure Control Solenoid 2006, remanufactured and ready to install. Fits the 62TE. Ships fast from the USA.
This listing is a remanufactured Mopar 62TE solenoid block assembly, part number 05078709AB, supplied with the two pressure-control parts that bolt to the valve body beside it: the torque converter clutch variable force solenoid and the line pressure sensor, as shown in the photo. The product name calls it a pressure control solenoid for 2006, but you are getting the full set that controls line pressure and converter apply, cleaned and tested. It is the repair for a Journey, Grand Caravan, Town & Country, Avenger, 200 or Sebring that is stuck in limp mode, throwing solenoid or pressure switch codes, or shifting harshly because line pressure is off.
The 62TE is a clutch-to-clutch six-speed, so every shift is a hand-off between clutches that the TCM times by pressure. The solenoid block holds six shift solenoids (low/reverse, 2/4, low clutch, underdrive, overdrive and direct clutch), the line pressure VFS, five pressure switches and the transmission temperature sensor, all feeding one 23-way case connector. The line pressure sensor reports actual pressure back to the TCM so it can trim the line pressure VFS, and the separate TCC VFS meters converter clutch apply. When any of these drift, the shifts flare or bang and the TCM eventually defaults to limp mode.
Check battery and charging voltage and the case connector first; Transmission Digest documented a Journey in third-gear failsafe with several solenoid codes that turned out to be a loose pin at a harness connector. Measure the solenoids at the case connector with one lead on pin 10: shift solenoids read about 1.8 ohms, the line pressure solenoid about 4.9 ohms and the pressure switch resistors about 300 ohms. Our 62TE shift solenoid symptoms guide lists the code-by-code checks, and the line pressure testing guide shows how to prove a pressure fault with a gauge.
The listing says it fits all 62TE units from 2006 through 2024. The 62TE went into production for the 2007 model year (Sebring 3.5L and Pacifica 4.0L first, minivans from 2008), so the 2006 in the product name reflects the start of production, not a 2006 model-year vehicle. Before ordering, compare the connector, the mounting points and the number on your old pack with this one, or send us your year and VIN. More parts are in the 62TE parts collection.
The pack, TCC VFS and line pressure sensor all mount on the valve body, so the pan and filter come off. Route the pack's wiring through every clip and trough in its plastic body; pinched wires are a known cause of repeat codes. Install new O-rings lubricated with ATF+4, torque the bolts evenly, and refill with ATF+4 only. Fit a new filter at the same time, and if the old fluid was burnt, a 62TE rebuild kit with overhaul seals may be the honest next step. If you only need the converter clutch solenoid, the single genuine 62TE variable force solenoid is the lower-cost route. Clear codes and run the quick learn with a scan tool after installation.
| Fits | 62TE 2006 |
| Part type | Pressure Control Solenoid |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
One remanufactured Mopar 62TE solenoid block (05078709AB), plus the TCC variable force solenoid and line pressure sensor shown in the photo. It is not a complete valve body.
The 62TE first went into 2007 model-year vehicles. The 2006 in the product name reflects the start of production. It is for 62TE units, so confirm with your year and VIN.
They work with the pack to control line pressure and converter apply. On a high-mileage unit with pressure or TCC codes, replacing them together avoids a second pan drop for the part you did not change.
Yes. With one meter lead on pin 10 of the case connector, shift solenoids should read about 1.8 ohms, the line pressure solenoid about 4.9 ohms and the pressure switch resistors about 300 ohms.
Yes. Clear codes and run the quick learn with a scan tool so the TCM relearns clutch volumes, then road test it.
ATF+4 only, Chrysler's factory fill for its automatics and transaxles.
