The long-rumored 62TE six-speed automatic is becoming a reality; it will be available behind the 3.5 liter V6 on the Sebring/Avenger, and will also be used in the Pacifica (with the 4.0 liter V6 engine). Rumor has it that the 62TE will also move into minivans, behind the 3.8 (unless the 4.0 is made available for minivans), and will slowly progress throughout the corporate lineup. Most likely, Chrysler is restricting the advanced transmission while they ramp up production; also, it is almost certainly more expensive to make than the four-speed automatics.

Based on the 42TE, the 62TE is said to incorporate not a mere extra set of gears - two or three of them, depending on your perspective - but also has undergone a considerable amount of work to increase durability and reliability, to finally erase the memory of the Ultradrive and replace it with memories of the TorqueFlite.

The 62TE has a very low first gear, designed to make takeoffs from a stop very fast indeed; second gear is a considerable distance from first, and all gears other than first are fairly close together. The fifth gear is a 1:1 ratio (the same as the top gear in 1970s TorqueFlites), while the high overdrive gear (similar to the current 41TE) should be a boon for highway mileage. This transmission may well be able to provide the combination of good sprint numbers and good gas mileage that Toyota automatics are known for, without the awkward feel that afflicts most Toyota automatics.

First	Second	Third	Fourth	Fourth Prime	Fifth	Sixth	Reverse
4.127	2.842	2.284	1.452	1.570	1.000	0.690	3.214

Of note is the "fourth prime" gear, which carries on the tradition of Dodge trucks and Jeeps having a special "kickdown" gear. When the driver accelerates, the transmission uses the standard fourth gear; when the driver hits the gas for passing, the transmission kicks down to “fourth prime,” to make the shift feel smoother while still providing a good power increase.

The 62TE uses variable line pressure (VLP); that is, it will frequently adjust its internal fluid pressure to reduce parasitic losses from the pump and hydraulic system, increasing gas mileage and lengthening the transmission lifespan. It is expected to use standard Chrysler ATF+4 transmission fluid, a high-quality synthetic with good durability over time (up to 100,000 miles or so under normal conditions).

The 62TE six-speed automatic has adaptive electronic control or AutoStick as a standard feature; the torque converter clutch is electronically modulated. In the Chrysler Sebring, it has an overall top gear ratio of 2.248:1 and a final drive ratio of 3.430:1, with a transfer ratio of 0.95:1.

A company called Tesma reportedly designed the underdrive packs (pictured below) for the transmission and were promoting it in 2004; they have since been purchased by long-time Chrysler supplier Magna.

Coming shortly afterwards is the 68RFE for Ram pickup trucks with diesels and large gas engines; the high capacity of these engines should address reliability concerns, while their multitude of gears should help acceleration and gas mileage. The 68RFE is probably not related to the 62TE in most ways.

Thanks to “Mr. LH” and other allpar forums contributors for the information, and to Fernando for the tip on Tesma supplying the underdrive pack! (The underdrive pack includes two clutch packs, one planetary set, two aluminum die-cast housings, input and output shafts, a one-way over-running clutch, six roller bearings, and a total of 60 components altogether. Pistons and dams are stamped.)

For transmission fluid information, click here.

For other automatic transmissions, click here.