Applications A604: 1989-1995 Chrysler, Dodge, Jeep 41TE: 1996-up Chrysler, Dodge, Jeep Specifications Drive Axle: FWD, AWD Placement: Transverse Forward Speeds: 4 Clutch Clearances L/R (Select Reaction Plate) 0.035-0.058 in. (0.89-1.47 mm) 2-4 (No Selection) 0.030-0.104 in. (0.76-2.64 mm) Rev (Select Snap Ring) 0.035-0.054 in. (0.89-1.37 mm) OD (No Selection) 0.042-0.128 in. (1.07-3.25 mm) UD (Select Pressure Plate) 0.037-0.059 in (0.94-1.50 mm) End Play & Turning Torques Input Shaft End Play: 0.005-0.025 in. (0.127-0.635 mm) Transfer Shaft End Play: 0.002-0.004 in (0.051-0.102 mm) Differential Assembly: 5-18 in. lbs. (0.6-2 N·m) Output Shaft: 3-8 in. lbs. (0.3-2 N·m) Oil Pump Clearances Outer Gear-to-Crescent: 0.0023-0.0117 in. (0.060-0.298 mm) Inner Gear-to-Crescent: 0.0036-0.0151 in. (0.093-0.385 mm) Outer Gear-to-Pocket: 0.0035-0.0079 in. (0.089-0.202 mm) Outer Gear Side: 0.0008-0.0018 in. (0.020-0.046 mm) Inner Gear Side: 0.0008-0.0018 in. (0.020-0.046 mm) Gear Ratios 1st Gear: 2.84 2nd Gear: 1.57 3rd Gear: 1.0 4th Gear 0.69 Reverse: 2.21

Photographed: A604 Transaxle

DESCRIPTION

The 41TE is a four-speed transaxle that is a conventional hydraulic/mechanical assembly with an integral differential, and is controlled with adaptive electronic controls and monitors. The hydraulic system of the transaxle consists of the transaxle fluid, fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of the transaxle consist of the following:

• Three multiple disc input clutches
• Two multiple disc holding clutches
• Four hydraulic accumulators
• Two planetary gear sets
• Hydraulic oil pump
• Valve body
• Solenoid/Pressure switch assembly
• Integral differential assembly

Control of the transaxle is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished through continuous real-time sensor feedback information provided to the Powertrain Control Module (PCM) or Transmission Control Module (TCM).

The PCM/TCM is the heart of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information, the PCM/TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.).

The PCM/TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC's, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with a scan tool.

ELEMENTS IN USE CHARTS

SPRAG ROTATIONS

CHECK BALL LOCATIONS

1989-1991 (plate ID 33) 1992-1996 (plate ID 46, 92 or 96) 1997-2005 (plate ID 99)

Valve body info provided by Valve Body Pro

HYDRAULIC PRESSURE CHARTS

1st gear	2nd gear	3rd gear
4th gear TCC off	4th gear TCC on	neutral above 8 mph
park and neutral	reverse gear	reverse block
Hydraulic pressure charts provided by Michael Hill, Southern Illinois University, Automotive Technology

TORQUE SPECIFICATIONS

Cooler Line Fitting	105 in. lbs. (12 N·m)		Pump to Case	20 ft. lbs. (27 N·m)
Cover Bolts (end, diff, & pan)	165 in. lbs. (19 N·m)		Reaction Shaft to Pump	20 ft. lbs. (27 N·m)
Differential Bearing Retainer	21 ft. lbs. (28 N·m)		Solenoid Assembly to Case	110 in. lbs. (12 N·m)
Differential Ring Gear	70 ft. lbs. (95 N·m)		Speed Sensors	20 ft. lbs. (27 N·m)
Extension Housing	21 ft. lbs. (28 N·m)		Transfer Gears	200 ft. lbs. (271 N·m)
Low/Rev Clutch Piston Retainer	45 in. lbs. (5 N·m)		Valve Body Screws	45 in. lbs. (5 N·m)
Pressure Tap Plugs	45 in. lbs. (5 N·m)		Valve Body to Case Bolts	105 in. lbs. (12 N·m)

DIAGNOSTIC INFORMATION

• Hard shifting or binding after repairs (cvi's need updating)
• Neutrals in 3rd (broken OD clutch hub)
• Neutrals in 3rd (Stripped spline on front planetary carrier)
• Harsh 1-2 shift, high 2-4 cvi, and/or 2nd ratio errors (plastic accumulator piston)
• Delayed forward engagements (worn UD inner lip seal)
• Bumps at stops, or late downshift after stopped (leaking low/rev piston seals)
• Chatters on 1-2 shift (incorrect 2-4 clutch lining)
• Intermittent ratio error DTC's (loose connections at speed sensors)

Solenoid Resistance Values;

• UD: (pins 4 & 5) 2-6 ohms
• OD: (pins 4 & 6) 2-6 ohms
• 2-4: (pins 4 & 8) 2-6 ohms
• L/R: (pins 4 & 7) 2-6 ohms

PRESSURE TESTING

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