Chrysler Wayne 62te Pg 60-76

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"2013” SEMINAR INFORMATION CHRYSLER 62TE P0733 THIRD GEAR RATIO/NEUTRAL CONDITION

COMPLAINT: After Overhaul, Chrysler and Dodge vehicles equipped with the 62TE may exhibit gear ratio error in third gear, P0733, then a neutral condition when coming to a stop. Clearing the code or recycling the ignition would get the same condition to happen again during the 2-3 upshift. CAUSE:

The cause may be, that during overhaul, the 2-4 piston retainer was swapped with that of a 41TE. Refer to Figure 2 and see that these piston retainers are identical in every way but the feed hole location. If the 41TE piston retainer is used on a 62TE, there will be no feed to the 24 Clutch which will also cause the neutral condition when it goes into limp mode. See the component application chart in Figure 1 and note the information at the bottom of the chart indicating that 3rd gear is failsafe. Note: 2011 Red Seminar book also has similar information in it pertaining to the same complaint but the cause is related to putting the 2-4 feed pipe in backwards.

CORRECTION: To correct this condition use the 62TE 2-4 piston retainer.

COMPONENT APPLICATION CHART Gear

Underdrive Clutch

2-4 Clutch

Overdrive Clutch

Reverse

Reverse Clutch

Low-Rev Clutch

Low Clutch

ON

ON

ON ON**

Direct Clutch

Over-run Sprag

Ratio 3.215

1st Gear

ON

ON

2nd Gear 3rd Gear

ON ON

ON ON

4th Prime

ON

ON

4th Gear

ON

ON

5th Gear

ON

ON

ON

1.000

ON

ON

0.689

6th Gear

ON

Hold

4.127

Hold

2.842 2.284

ON ON* ON ON*

Note: 3rd Gear is used for "Limp-in Mode". Note: 4th Prime is used on a 6-4 downshift only to avoid "Double Swap" shift. Note: * = Effective on coast only for engine braking. Note: ** = In OD 1st gear, ON at launch, Off at 150 RPM output speed. Always ON in Manual Low.

Figure 1

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1.573 Hold

1.452

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"2013” SEMINAR INFORMATION

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2-4 PISTON AND RETAINER

62TE

SLOT FOR THE LEG OF BELLVILLE SPRING ALIGNED WITH THE TAB ON RETAINER

41TE (604)

1

1

2

2

Feed Hole

Feed Hole 1 2-4 CLUTCH PISTON RETAINER. 2 2-4 CLUTCH APPLY PISTON.

SLOT FOR THE LEG OF BELLVILLE SPRING ALIGNED WITH THE TAB ON RETAINER

1 2-4 CLUTCH PISTON RETAINER. 2 2-4 CLUTCH APPLY PISTON.

Figure 2

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"2013” SEMINAR INFORMATION CHRYSLER 62TE ENGINE STALL IN “D” OR DURING COAST-DOWN

COMPLAINT: Before or after Overhaul, Chrysler and Dodge vehicles equipped with the 62TE transaxle, may exhibit a complaint of an engine stall when the selector lever is placed in the Drive position or a complaint of a engine stumble and or a stalling condition when coasting to a stop. CAUSE:

The cause may be, that the Electronically Modulated Converter Clutch Variable Force Solenoid is mechanically stuck, causing the Torque Converter Clutch to be engaged, causing the engine stall. EMCC VFS Solenoid - is normally vented and is a variable force solenoid used to control the torque converter clutch application, release and the force with which it is applied or released. Refer to Figure 1 for a description of mechanical function and testing. Solenoid output pressure controls the position of the TCC Switch and TCC Control Valves as shown in the partial hydraulic circuit diagram in Figure 2.

CORRECTION: To correct this condition, replace the EMCC Solenoid. Refer to Figure 3 for the location. Note: There is much confusion in the Chrysler/Dodge parts system and OE printed repair information pertaining to the location and name of the EMCC Solenoid. Figure 3 shows that there are two Variable Force Solenoids, one located in the Solenoid Body, which is used for Line Pressure Control. The other, located at the top of the valve body, which is the EMCC Variable Force Solenoid, and used for TCC application. Early OE information doesn’t label either of the two solenoids as a EMCC Solenoid, and in some instances labeled the EMCC as the VLP Sensor. This confusion has caused shops to purchase the Solenoid Body thinking that the EMCC Solenoid is included and it is not, which results in the same problem when the vehicle is put back together.

SERVICE INFORMATION: EMCC VARIABLE FORCE SOLENOID(Chrysler part#).................................5169313AA

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"2013” SEMINAR INFORMATION

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ELECTRONICALLY MODULATED CONVERTER CLUTCH VARIABLE FORCE SOLENOID OFF

ON

Resistance value 5 ohms Solenoid Output to TCC Valves Vented to Exhaust

Solenoid Output to TCC Valves Connected to Solenoid Feed

Solenoid Feed From Manual Valve “D” Blocked

Solenoid Feed From Manual Valve “D” Open

The EMCC Solenoid is a Normally Vented Solenoid. When the Solenoid is OFF, Solenoid Feed from the Manual Valve “Drive” position, is blocked at the bottom of the solenoid. When the Solenoid is ON, Solenoid feed is connected to the TCC Switch and Control Valve, which regulate the application of the Torque Converter Clutch. Figure 1

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DRIVE FIRST GEAR EMCC SOLENOID STUCK “ON”

TORQUE CONVERTER

LR

2-4

UD

OD

REV

LC

DC

TCC APPLY PSI

PT

PT

PT

PT

PT

LR SWITCH VALVE

COOLER

PT

PT LC SWITCH VALVE

PT

TCC SWITCH VALVE SOLENOID SWITCH VALVE

EMCC SOL CENTERLINE LUBE

L/R PS

BLOCKER VALVE

2/4 PS

OD PS

UD

UD LUBE

PND-L/R

TCC CONTROL VALVE

OD

LC PS

DR PS

R-L/R LC

LPS

PUMP

PT

DR

TCC REG VALVE D

VENT RESERVOIR

DIFFERENTIAL LUBE

RESERVOIR VENT

FILTER

MANUAL VALVE

PR REG VALVE

PRESSURE TRANSDUCER

35-135 LINE PRESSURE (D)

35-110 COOLER FLOW

30-80 TCC APPLY

0-5 DRIBBLER

15-40 LUBE

SUCTION

0-30 EMCC SOLENOID

0-100 LP SOLENOID

The Electronic Modulated Converter Clutch Variable Force Solenoid is fed from the Drive position of the Manual Valve. Normal EMCC Solenoid operation begins after the 2-3 shift. If the EMCC Solenoid is partially stuck, it may allow Solenoid Feed to be connected to the TCC Control valves causing the Torque Converter to be applied during the Drive engagement and/or during coast-down to a stop. Figure 2

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SOLENOID LOCATIONS EMCC VFS (TCC) Solenoid

Solenoid Body Assembly Chrysler calls it a Solenoid Module

VFS Solenoid Line Pressure Part of Solenoid Body/Module Line Pressure Sensor

Figure 3

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"2013” SEMINAR INFORMATION CHRYSLER 62TE MULTIPLE GEAR RATIO ERRORS

COMPLAINT: After Overhaul, Chrysler and Dodge vehicles equipped with the 62TE may exhibit gear ratio errors and erratic shifts, accompanied with limp mode. The Diagnostic trouble codes include P0731, P0732, P0733, P0734, P0735 and P0736 , which are gear ratio errors for all gears. CAUSE:

The cause may be, that during installation of the transmission, the Transfer shaft speed sensor and the Output Speed sensor connectors were cross connected, as shown in Figure 2. Note that the connectors for all three of the sensors are identical, it will be necessary to verify wire color to ensure the right connector is connected to the right sensor. Another possibility may be that during overhaul the Rear Planetary was replaced with one from a 41TE transmission. See Figure 3 and note that the reluctor for the 62TE has 48 teeth and the 41TE has 24. This will cause problems with ratio calculation by the PCM. Description: The 62TE is equipped with three speed sensors and their locations are shown in Figures 1 and 2. With a total of three speed sensors, the 62TE can monitor three different ratios. One is the ratio check of the Input Shaft Speed Sensor (Nt) versus the Output Shaft Speed Sensor (No). This measures the overall transmission ratio. A second ratio check is made between the Input Shaft Speed Sensor (Nt) and the Transfer Shaft Speed Sensor (Nc), which checks the main transmission centerline ratio. A third ratio check is made between the Transfer Shaft Speed Sensor (Nc) and the Output Shaft Speed Sensor (No), which checks the underdrive centerline ratio. The control logic is to continuously check the three ratios while in gear. Should any of the three ratios fall outside of the programmed parameters, due to clutch slippage or clutch failure for a given period of time, the transmission is intelligently put into 3rd gear failsafe.

CORRECTION: To correct this condition, refer to Figures 1 and 2 to ensure that the correct connectors are connected to the correct sensors and ensure that the correct Rear Planetary has been installed, as shown in Figure 3.

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SPEED SENSOR LOCATIONS AND GEAR RATIOS ER DEAL FOR E ONLY US

Input Shaft Speed Sensor

71 3 AA

Gear TP

KT

K0

8

82610

8

D2

51

69

6

1

71

Reverse 1st Gear 2nd Gear 3rd Gear 4th Prime 4th Gear 5th Gear 6th Gear

0

3A

A

86163637

713AA086

6

P

P0

Transfer Shaft Speed Sensor

Ratio 3.215 4.127 2.842 2.284 1.573 1.452 1.000 0.689

Output Shaft Speed Sensor Copyright © 2013 ATSG

Figure 1

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"2013” SEMINAR INFORMATION INPUT-OUTPUT AND TRANSFER SHAFT SPEED SENSOR DESCRIPTION

Output Shaft Speed Sensor (OSS) Input Shaft Speed Sensor (ISS) The ISS is a two wire magnetic pickup device that The Output Speed Sensor (OSS) has been relocated to generates AC signals as rotation of the input clutch the underdrive centerline side of the case, and reads output shaft speed from the output planetary carrier housing occurs. assembly. The OSS is a two wire magnetic pickup device that generates AC signals as rotation of the INPUT SHAFT SPEED SENSOR output planetary carrier occurs.. 8.6

OUTPUT SHAFT SPEED SENSOR 8.6

554AA

554AA

Actual Resistance 1590 Ohms @ 72°F Actual Resistance 1590 Ohms @ 72°F

Transfer Shaft Speed Sensor (TSS) The TSS is a two wire magnetic pickup device that generates AC signals as rotation of the rear planetary carrier occurs. SPEED SENSOR HARNESS CONNECTORS INPUT

TRANSFER SHAFT SPEED SENSOR

TRANSFER

OUTPUT

Actual Resistance 1424 Ohms @ 72°F

Dk Green/Violet

Dk Green/Brown

Dk Green/Violet

Dk Green/Lt Green

930AA

Dk Green/Violet

Dk Green/Orange

8.6

1 2 1 2 1 2 1 = Speed Sensor Signal 2 = Speed Sensor Ground Note: Wire colors shown are for 2009 Grand Caravan 3.8L.

Note: The Speed Sensor Harness connectors as shown above are identical. It will be necessary to verify the correct location with a wire diagram with wire color information Figure 2

Automatic Transmission Service Group

"2013” SEMINAR INFORMATION REAR PLANETARY

62TE

41TE (604)

48 Tooth Transfer Speed Reluctor

24 Tooth Output Speed Reluctor

These Planetary’s DO NOT interchange Figure 3

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70

"2013” SEMINAR INFORMATION 62TE NO REVERSE

COMPLAINT:

Vehicle comes into the shop for repairs due to a severe slip in reverse or no move condition in reverse. In some cases, upon disassembly the cause is not readily identified and the unit is rebuilt without correcting the problem. Obviously the transmission is installed into the vehicle exhibiting the original no reverse complaint.

CAUSE:

When an application chart is used to diagnose the no reverse complaint, it is noticed that three elements need to apply to complete a reverse gear; the reverse clutch, the low/reverse clutch and the low clutch (Figure 1). At first glance the low clutch seems to be used in other forward gears and since all forward gears are operational the low clutch is not considered. This may prevent a thorough inspection of the low clutch located on the centerline shaft. Additionally, since the low/reverse clutch is used for first and reverse, this too is not seriously considered. As a result, the reverse clutch appears to be the most likely candidate and great effort goes into locating a problem with its operation yet none is found. This has lead some technicians to change the entire UD/OD/Rev. clutch housing assembly along with a solenoid and valve body assembly as a solution but the desired result is not achieved. The cause is a problem with the low clutch. Although it is used in some forward gears, it is only applied during certain driving conditions. The overrunning sprag is the primary holding device to complete first, third and fourth gears. The low clutch is applied when additional holding capacity is required as well as for engine breaking. This low clutch housing drum is known to crack or blow out the 0.020" air bleed capsule (# 202 in Figure 2). Some of these orifices were not properly staked into place. When it works its way out of the bore it causes a large enough leak to prevent the clutch from applying or burning it.

CORRECTION: If the screened orifice capsule is located and is not damaged, it can be reused if staked back in properly. If it's damaged, you will need to fabricate one to save the housing as this orifice is not sold separately. Finding a good used low clutch housing is not easy either as this is the housing with the Direct Clutch sealing rings on it. The rings wear into the housing enlarging their grooves. When this occurs, instead of having a nice first to second shift it either flares or goes to neutral. Since this is a common problem, good used housings can be difficult to locate. Brand new from the dealer now come fully loaded for approximately $360.00 dollars. One word of caution, on a few occasions technicians have accidently placed the valve body gaskets on backwards (Figure 3). A line pressure check indicates that line pressure is good in park and neutral, but low in drive and reverse. This will cause the vehicle to have delayed engagements and it will slip badly in all gears. Figure 4 shows the correct placement of the gaskets. Figure 5 shows a break out view of all the valve body parts and placements. CVI Information: CVI's are not listed in the Chrysler Group LLC's DealerCONNECT program. This information is not given to aftermarket scan companies either. Should this information ever be released, inside sources have provided these following figures: U/D 30-60 2/4 30-60 L/R 30-60 O/D 50-130 L/C 18 D/C 24-48

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COMPONENT APPLICATION CHART Gear Reverse 1st Gear 2nd Gear 3rd Gear 4th Prime 4th Gear 5th Gear 6th Gear

Underdrive Clutch

ON ON ON ON ON ON

2-4 Clutch

Overdrive Clutch

Reverse Clutch

Low-Rev Clutch

Low Clutch

ON

ON ON ON

ON ON**

ON ON

ON

Direct Clutch

Over-run Sprag

Hold ON

ON*

Hold ON

ON ON ON

ON*

Hold ON ON

Note: 3rd Gear is used for "Limp-in Mode". Note: 4th Prime is used on a 6-4 downshift only to avoid "Double Swap" shift. Note: * = Effective on coast only for engine braking. Note: ** = In OD 1st gear, ON at launch, Off at 150 RPM output speed. Always ON in Manual Low.

Figure 1

Automatic Transmission Service Group

Ratio 3.215 4.127 2.842 2.284 1.573 1.452 1.000 0.689

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"2013” SEMINAR INFORMATION

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UNDERDRIVE COMPOUNDER ASSEMBLY EXPLODED VIEW 209

218

219

221

208

217 220

222

203

204

201 189

187

186

191 205 188

202

186 187 188 189 191 201 202 203 204 205 208 209 217 218 219 220 221 222

UNDERDRIVE CENTER SHAFT. CENTER SHAFT, WHITE, SCARF-CUT SEALING RINGS (3 REQ). "SPLIT" CAGED NEEDLE BEARING ASSEMBLY (LARGE). CENTER SHAFT, GREEN, SCARF-CUT SEALING RING. UNDERDRIVE CENTER SHAFT ORIFICED CUP PLUG. LOW CLUTCH HOUSING ASSEMBLY. LOW CLUTCH HOUSING SCREEN/ORIFICE. LOW CLUTCH BONDED APPLY PISTON. LOW CLUTCH PISTON "BELLVILLE" RETURN SPRING. LOW CLUTCH "BELLVILLE" RETURN SPRING SNAP RING. LOW CLUTCH BACKING PLATE. LOW CLUTCH BACKING PLATE "SELECTIVE" SNAP RING. DIRECT CLUTCH HOOK-JOINT SEALING RINGS (2 REQUIRED). DIRECT CLUTCH HOUSING. DIRECT CLUTCH BONDED APPLY PISTON. DIRECT CLUTCH PISTON RETURN SPRING. DIRECT RETURN SPRING RETAINER AND BALANCE PISTON. DIRECT CLUTCH RETURN SPRING RETAINER SNAP RING.

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Figure 2

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"2013” SEMINAR INFORMATION

0 5 0 7 8 9 6 5 A A

D F -2

INCORRECT PLACEMENT OF VALVE BODY GASKETS

23 00 30 10

74

Copyright © 2013 ATSG

Figure 3

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23 00 30 10

0 5 0 7 8 9 6 5 A A

D F -2

CORRECT PLACEMENT OF VALVE BODY GASKETS

Copyright © 2013 ATSG

Figure 4

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COMPLETE VALVE BODY EXPLODED VIEW 313

319 300

314

315 316

301

312 302

303

306

311

318 307

310

304

308

309 305 317 300 SOLENOID BODY ASSEMBLY (SERVICED AS ASSEMBLY ONLY). 301 SOLENOID BODY SCREEN/GASKET. 302 VALVE BODY SUPPORT PLATE. 303 VALVE BODY SUPPORT PLATE SCREWS (5 REQUIRED). 304 SUPPORT PLATE TO OUTER SPACER PLATE GASKET. 305 VALVE BODY OUTER SPACER PLATE. 306. VALVE BODY ASSEMBLY. 307 VALVE BODY INNER SPACER PLATE. 308 VALVE BODY INNER SPACER PLATE TO CASE GASKET. 309 VALVE BODY TRANSFER PLATE. 310 LINE PRESSURE SENSOR "O" RING. 311 LINE PRESSURE SENSOR ASSEMBLY. 312 LINE PRESSURE SENSOR RETAINING BOLTS (2 REQUIRED).

313 314 315 316 317 318

EMCC (TCC) SOLENOID RETAINING BOLT. EMCC (TCC) SOLENOID ASSEMBLY. EMCC (TCC) SOLENOID LARGE "O" RING. EMCC (TCC) SOLENOID SMALL "O" RING. TRANSFER PLATE TO SOLENOID BODY BOLTS (14 REQUIRED). REMOVABLE TORLON (TAN) CHECK BALLS. (3 OR 4 REQUIRED, MODEL SENSITIVE) 319 SOLENOID BODY TO SIDE COVER SEAL.

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Figure 5

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