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repair manual 62TE
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Automatic Transmission Service Group
CHRYSLER 62TEP0733 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.
Figure 1
COMPONENT APPLICATION CHART
Gear Ratio3.2154.1272.8422.2841.5731.4521.0000.689
UnderdriveClutch
2-4Clutch
OverdriveClutch
ReverseClutch
Low-RevClutch
LowClutch
DirectClutch
Over-runSprag
Reverse1st Gear ON
ON ONONON ON
ON
ONON
ONON**
ON*
ON*
Hold
Hold
Hold
ONONONON ON
ONON
ONONON
ON
2nd Gear3rd Gear
4th Gear5th Gear6th Gear
4th Prime
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. Copyright 2012 ATSG
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 2-4 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.
To correct this condition use the 62TE 2-4 piston retainer. CORRECTION:
60 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
Figure 2
1 2-4 CLUTCH PISTON RETAINER. 2 2-4 CLUTCH APPLY PISTON.
1
SLOT FOR THE LEGOF BELLVILLE SPRING
ALIGNED WITH THETAB ON RETAINER
2
62TE 41TE (604)
1 2-4 CLUTCH PISTON RETAINER. 2 2-4 CLUTCH APPLY PISTON.
1
SLOT FOR THE LEGOF BELLVILLE SPRING
ALIGNED WITH THETAB ON RETAINER
2
2-4 PISTON AND RETAINER
Feed Hole Feed Hole
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
61
Automatic Transmission Service Group
CHRYSLER 62TEENGINE 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.
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 doesnt 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.
CORRECTION:
SERVICE INFORMATION:
EMCC VARIABLE FORCE SOLENOID(Chrysler part#).................................5169313AA
62 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
Figure 1
ELECTRONICALLY MODULATED CONVERTER CLUTCH VARIABLE FORCE SOLENOID
The EMCC Solenoid is a Normally Vented Solenoid. When the Solenoid is OFF, Solenoid Feedfrom 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, whichregulate the application of the Torque Converter Clutch.
OFF ON
Solenoid FeedFrom Manual
Valve D Blocked
Solenoid Outputto TCC Valves
Vented to Exhaust
Solenoid Outputto TCC ValvesConnected toSolenoid Feed
Solenoid FeedFrom Manual
Valve D Open
Resistance value5 ohms
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
63
DRIVE FIRST GEAR EMCC SOLENOID STUCK ON
PT PT PT PT PT PT
DCLCLR 2-4 UD OD
LR SWITCH VALVEPT
REV
TORQUE CONVERTER
COOLER
CENTERLINELUBE
TCC SWITCH VALVE
PTPT
UD LUBE
EMCC SOL
PUMPLPS
TCC REG VALVE
DIFFERENTIAL LUBE
FILTER PR REG VALVE
PRESSURE TRANSDUCER
MANUAL VALVE
RESERVOIR VENT
VENT RESERVOIR
LC DR
R-L/RPND-L/R
UD OD
ODPS
L/RPS
LCPS
DRPS
SOLENOIDSWITCHVALVE
2/4PS
LC SWITCH VALVE
BLOCKERVALVE
TCC CONTROL VALVE
LINE PRESSURE (D) COOLER FLOW TCC APPLY DRIBBLER LUBE SUCTION EMCC SOLENOID LP SOLENOID0-1000-3015-400-530-8035-11035-135
D
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 connectedto the TCC Control valves causing the Torque Converter to be applied during the Drive
engagement and/or during coast-down to a stop.
TCC APPLY PSI
Automatic Transmission Service Group
Figure 2
64 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
EMCC VFS(TCC) Solenoid
Solenoid BodyAssembly
Chrysler calls it a Solenoid Module
Line PressureSensor
Figure 3
SOLENOID LOCATIONS
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
VFS SolenoidLine Pressure
Part of Solenoid Body/Module
65
Automatic Transmission Service Group
CHRYSLER 62TEMULTIPLE GEAR RATIO ERRORS
COMPLAINT:
CAUSE:
CORRECTION:
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.
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.
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.
66 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
Copyright 2013 ATSG
OEE DLF RAR
USY
EL ON
T K
6D2
60
T PK
0 88
1
0 51 6
91 3
A A
P
7
173
AA
1A
02
73
A8
68
61
01
86
63
63
7P
SPEED SENSOR LOCATIONS AND GEAR RATIOS
Input ShaftSpeed Sensor
Output ShaftSpeed Sensor
Transfer ShaftSpeed Sensor
Gear Ratio3.2154.1272.8422.2841.5731.4521.0000.689
Reverse1st Gear2nd Gear3rd Gear
4th Gear5th Gear6th Gear
4th Prime
Figure 1
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
67
Transfer Shaft Speed Sensor (TSS)
Output Shaft Speed Sensor (OSS)
The TSS is a two wire magnetic pickup device that generates AC signals as rotation of the rear planetary carrier occurs.
The Output Speed Sensor (OSS) has been relocated to the underdrive centerline side of the case, and reads output shaft speed from the output planetary carrier assembly. The OSS is a two wire magnetic pickup device that generates AC signals as rotation of the output planetary carrier occurs..
5 AA54
8.6
9 0AA3
8.6
5 A54 A
8.6
INPUT SHAFT SPEED SENSOR
OUTPUT SHAFT SPEED SENSOR
TRANSFER SHAFT SPEED SENSOR
SPEED SENSOR HARNESS CONNECTORS
INPUT TRANSFER OUTPUT
1 2
Dk
Gre
en/V
iole
t
Dk
Gre
en/O
rang
e
1 2
Dk
Gre
en/V
iole
t
Dk
Gre
en/L
t Gre
en
1 2
Dk
Gre
en/V
iole
t
Dk
Gre
en/B
rown
1 = Speed Sensor Signal 2 = Speed Sensor Ground Note: Wire colors shown are for 2009 Grand Caravan 3.8L.
Actual Resistance1590 Ohms @ 72F
Actual Resistance1590 Ohms @ 72F
Actual Resistance1424 Ohms @ 72F
Input Shaft Speed Sensor (ISS) The ISS is a two wire magnetic pickup device that generates AC signals as rotation of the input clutch housing occurs.
Automatic Transmission Service Group
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
INPUT-OUTPUT AND TRANSFER SHAFT SPEED SENSOR DESCRIPTION
Figure 2
68 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
62TE 41TE (604)
48 ToothTransfer Speed
Reluctor
24 ToothOutput Speed
Reluctor
REAR PLANETARY
Figure 3
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
These Planetarys DO NOT interchange
69
NO REVERSECOMPLAINT: 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 30-602/4 30-60L/R 30-60O/D 50-130L/C 18D/C 24-48
62TE
Automatic Transmission Service Group
70 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
COMPONENT APPLICATION CHART
Gear Ratio3.2154.1272.8422.2841.5731.4521.0000.689
UnderdriveClutch
2-4Clutch
OverdriveClutch
ReverseClutch
Low-RevClutch
LowClutch
DirectClutch
Over-runSprag
Reverse1st Gear ON
ON ONONON ON
ON
ONON
ONON**
ON*
ON*
Hold
Hold
Hold
ONONONON ON
ONON
ONONON
ON
2nd Gear3rd Gear
4th Gear5th Gear6th Gear
4th Prime
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.
Copyright 2013 ATSG
Figure 1
" 2 0 1 3 S E M I N A R I N F O R M A T I O N
Automatic Transmission Service Group
71
186 UNDERDRIVE CENTER SHAFT. 187 CENTER SHAFT, WHITE, SCARF-CUT SEALING RINGS (3 REQ). 188 "SPLIT" CAGED NEEDLE BEARING ASSEMBLY (LARGE). 189 CENTER SHAFT, GREEN, SCARF-CUT SEALING RING. 191 UNDERDRIVE CENTER SHAFT ORIFICED CUP PLUG. 201 LOW CLUTCH HOUSING ASSEMBLY. 202 LOW CLUTCH HOUSING SCREEN/ORIFICE. 203 LOW CLUTCH BONDED APPLY PISTON. 204 LOW CLUTCH PISTON "BELLVILLE" RETURN SPRING. 205 LOW CLUTCH "BELLVILLE" RETURN SPRING SNAP RING. 208 LOW CLUTCH BACKING PLATE. 209 LOW CLUTCH BACKING PLATE "SELECTIVE" SNAP RING. 217 DIRECT CLUTCH HOOK-JOINT SEALING RINGS (2 REQUIRED). 218 DIRECT CLUTCH HOUSING. 219 DIRECT CLUTCH BONDED APPLY PISTON. 220 DIRECT CLUTCH PISTON RETURN SPRING. 221 DIRECT RETURN SPRING RETAINER AND BALANCE PISTON. 222 DIRECT CLUTCH RETURN SPRING RETAINER SNAP RING.
186189
188
201
208209218219
220
221
222
217
203204
205
202
191
187
UNDERDRIVE COMPOUNDER ASSEMBLY EXPLODED VIEW
Copyright 2013 ATSG
Figure 2Automatic Transmission Service Group
72 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
32 0
100 0
3
D -2F
78AA
5065
09
D -2F
78AA
505
096
Copyright 2013 ATSG
Figure 3
Automatic Transmission Service Group
INCORRECT PLACEMENT OF VALVE BODY GASKETS
74 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
Copyright 2013 ATSG
23 1
00
0 03
D -2F
7805A
A
0596
D -2F
8075A
A
0596
Figure 4
Automatic Transmission Service Group
CORRECT PLACEMENT OF VALVE BODY GASKETS
" 2 0 1 3 S E M I N A R I N F O R M A T I O N 75
COMPLETE VALVE BODY EXPLODED VIEW
300
301
302 303
304
305
306
307
318
308
309
317
310
311
312
313
314
315
316
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).
Figure 5Copyright 2013 ATSG
319
313 EMCC (TCC) SOLENOID RETAINING BOLT. 314 EMCC (TCC) SOLENOID ASSEMBLY. 315 EMCC (TCC) SOLENOID LARGE "O" RING. 316 EMCC (TCC) SOLENOID SMALL "O" RING. 317 TRANSFER PLATE TO SOLENOID BODY BOLTS (14 REQUIRED). 318 REMOVABLE TORLON (TAN) CHECK BALLS. (3 OR 4 REQUIRED, MODEL SENSITIVE) 319 SOLENOID BODY TO SIDE COVER SEAL.
Automatic Transmission Service Group
76 " 2 0 1 3 S E M I N A R I N F O R M A T I O N
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