The 62TE transmission is Mopar’s answer to increasing the fuel efficiency of their front-wheel drive vehicles. While it is fundamentally a 41TE with an underdrive assembly on the countershaft, it has its own personality as well as problems. Pattern failures have emerged with these units over the 15 years they have been in the industry. Of course, as they age, more quirks develop that can bite you in your nether regions! Let’s take a look at areas in this transmission that can give you problems.
THE COMMON STUFF
After speaking with my rebuilder friends and other industry professionals, three main concerns seem to bring these transmissions into the shop:
- Stumbling or shudder coming to a stop.
- Gear ratio codes and/or shift concerns caused by compounder component(s) failing.
- Pressure control and pressure sensor-related issues (harsh or flared shifts, poor engagement).
It is also fair to note that shift quality complaints rank quite high on the list. Always check for software updates for the make and model vehicle that you are working on that may correct shifting issues.
When making repairs or rebuilding the transmission, be careful when promising nirvana to the customer. On a good day, these units produce ‘not-so-nice’ shifts! Shifts that occur during throttle transitions and braking have the greatest probability of being harsh or flared.
THE STUMBLING STOP
One of the most common complaints associated with the 62TE transmission is stumbling while coming to a stop. This can occur with or without codes. Monitoring scan data in graphing mode, you can compare the Input Speed Sensor (ISS) with engine RPM while the complaint is occurring. You will notice the ISS following the engine RPM trace while the torque converter clutch is commanded off. This issue is commonly caused by a mechanically faulty TCC solenoid (figure 1). The solenoid can be serviced without removing the unit and can be purchased separately.
COMPOUND COMPOUNDER CONCERNS
Another area of concern stems from the internal components, primarily focusing on the Compounder Assembly. We covered this area of the unit extensively in ATRA Seminars, bulletins, and other articles. If the vehicle comes in with DTCs P0732 and P0735, there is a high probability that something has failed on the compounder. Monitor the countershaft speed sensor data for issues.
When repairing, it is necessary to use the latest updated parts and qualify the rest of the components to ensure unit durability. Upon inspection of the unit, completely disassemble the compounder even on low mileage units. Thoroughly inspect all bearings, splines, ring lands, ring surfaces, drums, and snap ring grooves!
With parts supplies being interrupted by COVID-related issues, hard parts may be difficult to locate. Here’s where diligence can land you what you need. Aftermarket suppliers have most of the individual parts available. We highly recommend using the updated Low Clutch drum assembly with locking rings for durability (figure 2). Mopar sells the complete compounder assembly under part number 05078815AD.
More recently, vehicles equipped with the 62TE transmission have come into shops with a no-move complaint. Here’s where assumptions can get you into trouble!
Usually, when a vehicle comes into the shop with a no-move complaint, we can assume that something major inside the unit failed. A common suspected component is the torque converter. However, before you do your happy dance and tell the R&R technician to rip the unit out of the vehicle, there are a few items to check on 62TE to ensure that you properly identify the root cause of your problem.
We know from our diagnostic experience that the following items are probable causes for a no-move complaint:
- Stripped axle or axle popped out of the differential side gear
- Broken pump gear(s)
- Restricted or leaking main sump filter
- Low fluid level
- Stripped splines between the torque converter and input shaft
A quick to check for a filter or pump-related issue is to remove a cooler line to see if you have fluid flow. Checking for differential-related issues is a quick lift check. If all these items check to be good, the no-move issue is internal; however, not necessarily a torque converter spline-related concern. With the unit out on the bench, there are a few other items that can cause a no-move condition. If the torque converter-to-input shaft splines are good, check for the following:
- A stripped transfer gear spline (figure 3). A no-movement concern may be caused by the transfer gear splines stripped out. During disassembly, always inspect the spline areas for damage. In this unit, the transfer gear splines between the transfer gear and the transfer shaft were stripped out.
- The check ball in the case line port area near the pan being dislodged (figure 4). If you find a check ball in the pan, you found your no-move problem! The check ball is peened in place to seal a mainline pressure passage that is machined to route fluid to the pressure tap location. The check ball can become loose or completely blow out. If the ball blew out, don’t try to reinstall it! Instead, use a 1/8” pipe thread tap to thread the hole and install a pipe plug (figure 5). The fill plug from a 5R55W works well in this case. Use a permanent thread locker on the plug and install. Note the location of the plug does not interfere with the pan
HARSH ENGAGEMENTS INTO DRIVE AFTER REBUILD
The 62TE transmission can exhibit harsh engagements into drive after a rebuild. Performing a Quick Learn procedure and test drives may not remedy this issue. Follow this procedure:
- Using your scan tool, monitor the Transmission Fluid Temperature sensor.
- Allow the temperature to reach 90°F (32°C).
- Place the vehicle in Drive and allow the vehicle to reach 10 mph (16 kph).
- Bring the vehicle to a stop.
- Place the transmission in the N position for 3 seconds. Then place it in D for 3 seconds.
- Repeat this cycle as many times as necessary to improve the engagement quality.
The transmission must remain near the 90°F (32°C) range for this learning process to continue.
Getting vehicles from diagnosis to delivery is the purpose for us being in business. The more efficiently we are able to do this, the better it is for us as well as our customers. Knowing patterned failures can help us deliver the goods with fewer surprises!