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The Chrysler 62TE automatic transmission (transaxle)

The 62TE six-speed automatic was launched in 2007, with the 3.5 liter V6 on the Sebring and Avenger, and with the 4.0 liter Pacifica. It was later used on minivans, the 200 (with both engines), and the Ram ProMaster.

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The 62TE six-speed automatic transaxle was based on Chrysler's existing four-speed automatic, with two new primary gear ratios and a secondary ratio for passing at highway speeds. The first gear ratio was much lower, to increase standing-start acceleration; and the differential was beefed up to handle more power.

The two extra gear ratios were added by replacing the transfer shaft with a compounder.

Smaller steps between ratios helped smooth shifting, as the engine speed doesn't change as greatly with each shift, while the wider range allowed both quicker acceleration and better mileage at highway speeds.

The 62TE's second gear was a considerable distance from first, and all other gears were fairly close together. The fifth gear was a 1:1 ratio; the overdrive gear was similar to the 41TE.

FirstSecondThirdFourthFourth PrimeFifthSixthReverse

The "fourth prime" gear, similar to the Chrysler 45RFE/545RFE's "prime" gears, was used for kickdowns only. When moving from a lower speed, the transmission used the standard fourth gear; but, once in a higher gear, the transmission could kick down to "fourth prime" instead of fourth, to make the shift feel smoother.

The 62TE used variable line pressure (VLP), adjusting its fluid pressure to reduce parasitic losses from the pump and hydraulic system, increasing gas mileage and lengthening the transmission lifespan. It required Chrysler ATF+4 transmission fluid, a synthetic with durability up to 100,000 miles under normal conditions.

The 62TE six-speed automatic has adaptive electronic control; the torque converter clutch is electronically modulated. A company called Tesma reportedly designed the underdrive packs (pictured above); they have since been purchased by long-time Chrysler supplier Magna. 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.

Thanks to "Mr. LH" and other allpar forums contributors for the information, and to Fernando for the tip on Tesma supplying the underdrive pack.

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The 62TE was built in Indiana with components from the Toledo Machining Plant in Ohio.

62TE automatic transmission repairs (fixes) and service

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Walt McCrystal wrote that the 62TE does not come with a dipstick, but one can still check the fluid level by taking the cap off the dipstick tube; the cap can be re-used but will show signs of tampering if it is taken off (you can buy replacement caps). He suggested using a length of flexible speedometer cable and listening for the light "thunk" as it hits the pan bottom; there is also a tool for finding the fluid level.

There is a chart showing the fluid level given various temperatures (the level can vary by an inch over a 10°F range, so temperature is important). If fluid is low, there is probably a leak. Again, ATF+4 is the only acceptable transmission fluid, not Dextron 3.

Extreme shuddering, stalling at a stop, and other symptoms can come from using the wrong fluid, or the wrong amount of fluid, so it is important to check this before making repairs or trying fixes.

Around 2012, a firmware update corrected harsh shifting. Walt McCrystal pointed out that an improved compounder assembly was created around this time (failing compounder clutches/bearings will set gear ratio error codes for 3rd and 5th gear.) As with any modern Chrysler transmission, mechanical failures are often detected by the computer and stored as fault codes.

Walt McCrystal also wrote:

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Foam or bubbles on the dipstick may mean that the ATF (automatic transmission fluid) is being mixed with air. This could be from a low fluid level and air being sucked into the filter along with the fluid. On the more serious side, a severe internal seal leak could be spraying ATF, which then appears foamy as it mixes with air, or a plugging filter is sucking air in along the way to the suction-side of the pump.

Late shifting may not be a transaxle problem; the shift points are computer controlled and if the engine seems short of power, upshifts will be delayed.

If it is due for a fluid and filter change, then this will be an opportunity to check the bottom of the pan and chip magnet for debris and such.

Make sure that the valve body retainer bolts are properly torqued, as I have found these loose before. Make sure that the old filter o-ring is removed from the filter port before installing the new filter and o-ring. These old o-rings have a tendency to stay in the valve body and may not be noticed. Installing the new filter and o-ring on top of the old o-ring can cause poor sealing, draw in unfiltered fluid and air leaks.

Many times, foamy ATF drawn into the pump will be noisy, like a low power steering fluid "whirr" noise that varies in pitch with engine speed (RPM).
See: Transmission fluid informationOther automatic transmissions

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