62TE Transmission for Sale | Chrysler 6 Speed FWD Automatic Transaxle

About This Transmission

The Chrysler 62TE is the 6 speed FWD automatic transaxle developed by Chrysler/Stellantis as a derivative of the long-running 41TE / 42LE Ultradrive 4 speed family. It debuted in 2007 with the Chrysler Sebring (3.5L V6) and quickly expanded to the Town & Country, Dodge Grand Caravan, Dodge Journey, Dodge Avenger, Chrysler Pacifica, Chrysler 200, and the Ram ProMaster commercial van. The 62TE remains in production as of 2020 for the Ram ProMaster application. It is manufactured at the Chrysler Kokomo Transmission Plant in Kokomo, Indiana.

The 62TE has a unique gearing strategy that includes a 4th-prime kickdown gear in addition to the standard 6 forward gears. Standard gear ratios are 1st 4.127:1 (deep first for strong acceleration), 2nd 2.842:1, 3rd 2.284:1, 4th 1.452:1, 4th-prime 1.570:1 (kickdown only, activated under heavy throttle for passing), 5th 1.000:1 (direct drive), 6th 0.689:1 (overdrive), and Reverse 3.214:1. Effectively the 62TE provides 5 underdrive gears, one direct, and one overdrive. The deep first gear (4.127) and overdrive sixth gear (0.689) give the 62TE both strong launch behavior and good highway fuel economy.

The 62TE is rated to 260 lb-ft of torque from the factory and uses ATF+4 (Mopar-specific automatic transmission fluid). Capacity is approximately 8 quarts, the case is cast aluminum, and the unit weighs 215 lbs dry. Input shaft has 23 splines, output shaft has 32 splines. The bell housing matches the standard Chrysler FWD pattern compatible with the 2.4L, 3.3L, 3.5L, 3.6L Pentastar, 3.8L, and 4.0L engines. The 62TE was used in two distinct bell housing configurations: the RT platform (Town & Country, Grand Caravan, Journey, Sebring, Avenger, Pacifica, Chrysler 200, Routan) and the VF platform (Ram ProMaster). These are NOT directly bolt-compatible despite sharing the 62TE designation.

A documented used OEM 62TE with verified platform, final drive ratio, engine pairing, snap ring status, and donor history is the right replacement for any Chrysler/Dodge/Ram FWD application from 2007 onward. We document the platform (RT car/minivan vs VF ProMaster), final drive ratio (3.246 for 3.8L, 3.16 for 3.6L Pentastar and 4.0L), engine pairing, snap ring status (critical for the 3rd/6th gear loss issue), and donor vehicle on every order before shipping.

Signs You Need a Replacement Transmission

• Loss of 3rd or 6th gear (the #1 known 62TE failure pattern, caused by snap ring disengagement)
• Hard or delayed engagement when shifting into drive or reverse
• Torque converter shudder, particularly at light throttle on the highway (TCC issue)
• Burning smell from transmission, indicating fluid breakdown or clutch wear
• Slipping in any gear, particularly during the 4th-prime kickdown
• Limp behavior, transmission stuck in 3rd gear (limp home mode)
• P0700 to P0799 series transmission codes
• Pump cross leaks (between underdrive, overdrive, and reverse clutch circuits)
• High bearing wear at high mileage
• Cracked or leaking front cover bolt holes
• Solenoid pack failure causing line pressure codes

Known Things to Know Before You Buy

• Snap ring disengagement is the #1 documented 62TE failure pattern. The OEM snap ring in the case can disengage under load, causing loss of 3rd and/or 6th gear. JASPER and Powertrain Products both ship 62TE units with a 27 percent thicker snap ring as a permanent fix. We disclose snap ring status on every order.
• Torque converter shudder is the #2 documented 62TE issue. The TCC (torque converter clutch) lining wears and causes shudder under light throttle conditions, particularly at highway speeds. Plan for torque converter rebuild or replacement at install on any high mileage donor.
• Pump cross leaks: Hydraulic leaks between the underdrive, overdrive, and reverse clutch circuits can develop over time. PTFE stator support seals (an upgrade over OEM steel seals) prevent this issue.
• Solenoid pack failure: The 62TE has a fore-mounted valve body with integrated solenoid pack. Solenoid pack failure causes line pressure codes and erratic shifting. Plan for solenoid pack replacement on any high mileage donor.
• Fluid is critical: ATF+4 (Mopar specification) is the ONLY approved fluid. Do NOT substitute Dexron, Mercon, or any other ATF. Universal ATF will cause shift quality issues and accelerated wear.
• Platform compatibility: The 62TE was built in two distinct bell housing configurations – RT platform (car/minivan applications) and VF platform (Ram ProMaster). These are NOT bolt-compatible. Confirm your application before ordering.
• Final drive ratios differ by engine: 2008-2010 with 3.8L V6 use 3.246 final drive. 2010 with 4.0L and 2011-2019 with 3.6L Pentastar use 3.16 final drive. The PCM is calibrated for the specific final drive ratio.
• AWD applications use a different gear ratio configuration: Stay away from AWD-spec 62TE units if you have a FWD application.
• 2011+ vs pre-2011 bellhousing: Some 62TE units from 2011 onward have a different bellhousing design that is NOT bolt-compatible with 2007-2010 RT platform vehicles.
• Adaptive learning reset: After installation, the PCM adaptive learning should be reset (any high level scan tool can do this). Without reset, the new transmission will shift erratically using the old transmission learned values.

62TE Variants and Configurations

Verified configurations:

What Is Included, What Is Not Included

Vehicle Compatibility, Direct Fit

Direct factory applications:

Important Compatibility Notes

The 62TE is a Chrysler-specific transmission with limited swap potential outside the FWD Mopar family:

Engine compatibility (factory pairings): Chrysler 2.4L GEMA I4 (Sebring, Avenger, Journey 2.4L applications), Chrysler 3.3L Magnum V6 (some early Town & Country and Grand Caravan), Chrysler 3.5L EGJ High Output V6 (Sebring, Pacifica, Avenger), Chrysler 3.6L Pentastar V6 (the dominant 62TE pairing, used 2011 onward in nearly all applications), Chrysler 3.8L V6 (2008-2010 Town & Country, Grand Caravan, Routan), Chrysler 4.0L V6 (2010 limited minivan applications, 2008-2010 Pacifica). The 62TE is NOT compatible with the 5.7L Hemi V8, the 6.4L Hemi, or any RWD Chrysler engine. Match engine pairing carefully as the PCM calibration is engine-specific.

Common Names and Search Terms

Used OEM vs Rebuilt vs Reman 62TE

A documented used OEM 62TE with verified platform, final drive ratio, engine pairing, and donor history is the most cost effective option for most replacement projects. Pricing is roughly half of a Mopar reman. Our 62TE units are pressure tested, shift tested, and the platform, final drive, engine pairing, and snap ring status are documented before shipping.

A professionally rebuilt 62TE from a specialty shop typically runs $1,800 to $3,000 plus core charge. Standard rebuild includes the 27 percent thicker snap ring upgrade (prevents 3rd / 6th gear loss), PTFE stator support seals (prevents pump cross leaks), new solenoid pack, new TCC solenoid, and rebuilt torque converter with billet lock-up piston upgrade. This is the right path for high mileage Town & Country, Grand Caravan, or Journey owners targeting long-term reliability.

JASPER, Powertrain Products, and other commercial reman 62TE units run $2,200 to $3,500 plus core charge. These ship with all known fixes incorporated (snap ring, PTFE seals, billet lock-up piston, anti-rotational rings on low clutch drum, etc.). Backed by 7 year / million mile commercial warranty in some cases. This is the highest cost path but provides commercial warranty coverage.

Condition and Inspection Process

• Pressure test on the dyno bench, line pressure recorded across all 6 gears plus 4th-prime
• Shift test on the dyno bench, all 6 forward gears and reverse tested
• 4th-prime kickdown gear engagement verified
• Torque converter inspected for shudder material
• Valve body and solenoid pack inspected
• Snap ring condition assessed (critical 62TE wear point)
• Platform confirmed (RT car/minivan vs VF ProMaster)
• Final drive ratio documented (3.246 for 3.8L or 3.16 for 3.6L Pentastar)
• Engine pairing verified (2.4L, 3.3L, 3.5L, 3.6L Pentastar, 3.8L, 4.0L)
• Donor vehicle confirmed (Town & Country, Grand Caravan, Journey, etc.)
• Front cover bolt hole condition disclosed (cracking is documented issue)

Mileage on a 62TE is documented from the donor vehicle when available. Where mileage cannot be verified, we disclose this clearly before shipping.

Buyer Tips, What to Know Before You Order

• Confirm platform first: RT platform (car/minivan) and VF platform (Ram ProMaster) are NOT bolt-compatible despite sharing the 62TE designation.
• Final drive ratio matters: 3.246 (2008-2010 with 3.8L) or 3.16 (2010+ with 4.0L or 3.6L Pentastar). Match your original ratio when possible.
• Plan for fresh ATF+4 fluid (NOT Dexron or universal ATF) at install regardless of unit condition.
• Snap ring upgrade: If sourcing a used OEM 62TE without confirmed snap ring upgrade, plan for snap ring inspection or replacement at install. The 27 percent thicker JASPER snap ring is the documented fix for 3rd / 6th gear loss.
• Solenoid pack replacement: Plan for solenoid pack inspection or replacement at install on any high mileage 62TE donor. Solenoid pack failure causes line pressure codes and erratic shifting.
• Torque converter: TCC (torque converter clutch) shudder is documented across all 62TE units. Plan for converter inspection or rebuild at install on high mileage donors.
• PCM adaptive learning reset: After install, reset the PCM adaptive learning with a high level scan tool. Without reset, the transmission will shift using old learned values and can feel erratic.
• For VW Routan owners: The Routan is a rebadged Chrysler Town & Country, built in the same Chrysler plant. Use a 2009-2014 Town & Country or Grand Caravan 62TE with matching engine and final drive ratio.
• For Ram ProMaster owners: ONLY use a VF platform 62TE. RT platform 62TE units will NOT bolt to ProMaster.

FAQs

What vehicles use the 62TE transmission?