Welcome to the 62TE

The 62TE (photo A) is one of Chrysler’s newly introduced 6-speed Transverse Electronic front-wheel-drive transmissions equipped with a newly designed torque converter. Most of the components from the 62TE are updated 41TE series (4 speed A604) and will not interchange with any previously manufactured Chrysler torque converter. Rebuilders may need to familiarize themselves with the new design. Clutch liners are of the grooved or embossed design, same as the later 41TE; however, the bearings, turbine hub, impeller hub, impeller, stator and front cover are all new. If you have not seen these new converters yet, they are on their way.

Core identification is important. Currently, four different stalls are known. Codes 524AA (photo B) a low stall and 556AA (photo C) a medium stall are only two of the known numbers as shown in the photos. Overall height of the 62TE is 4.145-4.160 inches tall as compared to past 41TE’s, which measured almost ¾ of an inch taller at 4.852-4.933 inches. Internally the same dimensions still apply. Internal clearance measures up to .040, clutch clearance is still a generous .085 thousands of an inch. This seems a little excessive and rebuilders may decide to reduce the clearance. A phenolic washer located against the front cover controls endplay, same as before. Clearances should be kept to a minimum although the factory seems to leave .025 to 30 thousands of an inch. Typical hub dimensions remain at 1.496 to 1.499 inches diameter, while the pilot measures 1.337 inches. Special attention should be applied to the clutch piston finish to maintain a 15 Ra maximum. The factory embossed or grooved liner can be replaced with standard 41TE Raybestos Power Torque solid non-grooved liner.

The stator is noticeably thinner than previous stators, only about an inch wide as shown in photo D. Also noted, all 62TE converters contain a flanged impeller hub but may be welded in place from the inside or the outside. Both are found and are shown in the photos E and F. Extra attention will be needed to cleaning the clutch piston. Although a very good ridged proven design from the 41TE, the spring pocket or retainers are proving to be a trap for dirt and debris. A good suggestion would be ultrasonic cleaning as the preferred method of cleaning and flushing out trapped material. Cleaning in a pressure washer or submersion tank will prove to be futile.

Please, do yourself a favor. Clean the piston assembly. Then remove the spring retainer by removing the rivets. The debris you find will shock you. It is extra work; it takes time, but is a REAL necessity.

Dennis Sneath
Midwest Converters,Inc., Rockford, IL

– Found  in February 2010 Newsletter

 

*Note this article has been corrected. Photo B and C where mislabeled and have been swapped so the photo of the correct stall speeds are now shown.