Chrysler 62TE Operating and installation instructions

2009 AUTOMATIC TRANSMISSION
62TE - Service Information - Grand Caravan, Town & Country
DESCRIPTION
DESCRIPTION
Fig. 1: 62TE Transmission
Courtesy of CHRYSLER LLC
The planetary gear train for the 62TE transaxle provides six forward gear ratios, including two fourth gear
ratios. One reverse gear ratio is also provided.
Underdrive (UD) Compounder Assembly
Low Clutch (LC)
Direct Clutch (DC)
1 - Underdrive Clutch (UD) 6 - Overrunning Clutch (ORC)
2 - Overdrive Clutch (OD) 7 - Low Clutch (LC)
3 - Reverse Clutch (R) 8 - Direct Clutch (DC)
4 - 2/4 Clutch 9 - Planetary Gear Set
5 - L/R Clutch 10 - Remote Pinion Gear
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 1 © 2006 Mitchell Repair Information Company, LLC.
steve
Monday, May 23, 2011 1:26:19 PM Page 1 © 2006 Mitchell Repair Information Company, LLC.

Overrunning Clutch (ORC)
Planetary gear set
Fore-Mounted Valve Body/Solenoid/Pressure Switch Assembly
DC solenoid
LC solenoid
DC pressure switch
LC pressure switch
Torque Converter Clutch (TC) and pressure control Solenoids
Line Pressure Sensor (LPS)
An additional (third) speed sensor
A "squashed," or flatter, torque converter
A flatter oil pump
A new cover for valve body access
23-way connector for the Solenoid/Pressure Switch Assembly
Redesigned transfer gears with an oil scavenger
A remote pinion gear
A 2-piece, closed differential case with structural clamshell housing.
The addition of the underdrive compounder assembly components improves low-end torque multiplication,
enhancing low-end power capability.
TRANSAXLE IDENTIFICATION
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 2 © 2006 Mitchell Repair Information Company, LLC.

Fi
g
. 2: Case Stamp & Bar Code Label Location
Courtesy of CHRYSLER LLC
The 62TE transaxle is identified by a barcode label (1) that is fixed to the transaxle or the "PK" number (2).
Fig. 3: Identification Label Breakdown
Courtesy of CHRYSLER LLC
The label contains a series of digits that can be translated into useful information such as transaxle part number,
date of manufacture, manufacturing origin, plant shift number, build sequence number, etc. Refer to for
identification label breakdown.
If the tag is not legible or missing, the "PK" number, which is stamped into the transaxle case behind the
transfer gear cover, can be referred to for identification. This number differs slightly in that it contains the entire
1 - T=TRACEABILITY
2 - SUPPLIER CODE (PK=KOKOMO)
3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
4 - BUILD DAY (344=DEC. 9)
5 - BUILD YEAR (9=1999)
6 - LINE/SHIFT CODE (3=3RD SHIFT)
7 - BUILD SEQUENCE NUMBER
8 - LAST THREE OF P/N
9 - ALPHA
10 - TRANSAXLE PART NUMBER
11 - P=PART NUMBER
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 3 © 2006 Mitchell Repair Information Company, LLC.

transaxle part number, rather than the last three digits.
OPERATION
OPERATION
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER
A = Applied
H = Holding
* = Limp-in Mode
^ = Applied in coast only
In total, the 62TE provides seven forward ratios and one reverse.
The underdrive compounder assembly has two modes of operation: direct and reduction.
N
otice in the "What's On When" chart, the 2-3, 3-2, and 4-2 shifts require a "double swap" shift. This occurs
when two elements are turned off while two different elements are engaged.
This clutch-to-clutch synchronization takes place within 40 - 70 milliseconds, producing a smooth shift. If the
underdrive compounder assembly shifts too early (in relation to the shifts taking place in the main centerline), a
shudder or harsh shift results. If the underdrive assembly shifts too late, the driver experiences a "double bump"
sensation.
To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime, which requires the
deactivation of the OD clutch and the simultaneous application of the UD clutch.
REVERSE GEAR
62TE ELEMENTS APPLIED
GEAR RATIO UD OD R2-4 L-R LC DC ORC
1 4.127 A - - - A A ^ - H
2 2.842 A - - - A - A -
3* 2.284 A - - A - A ^ - H
4 1.573 A - - A - - A -
4 1.452 A A - - - A ^ - H
5 1.000 A A - - - - A -
6 0.689 - A - A - - A -
R 3.215 - - A - A A - -
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 4 © 2006 Mitchell Repair Information Company, LLC.

Fig. 4: Reverse Gear Power Flow
Courtesy of CHRYSLER LLC
In Reverse, the Reverse Clutch (R) (1) is applied to provide input torque. The reverse clutch drives the front sun
gear. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. The rear carrier/front annulus
assembly rotates as an output member in reverse with a reduction gear ratio of 2.21:1.
Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears
and the underdrive shaft. The Low Clutch (LC) (3) is applied to hold the underdrive compounder sun gear. With
the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is
achieved
The main centerline ratio of 2.21:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a
result, the ratio through the entire gear train to the final drive in Reverse is 3.215:1.
FIRST GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 5 © 2006 Mitchell Repair Information Company, LLC.

Fig. 5: 1st Gear Power Flow
Courtesy of CHRYSLER LLC
In First gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear.
When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold
the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside
of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a
reduction gear ratio of 2.84:1.
Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears
and the underdrive shaft. The Overrunning Clutch (ORC) holds the underdrive sun gear. The LC (3) is also
applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier,
and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.
The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a
result, the ratio through the entire gear train to the final drive in First gear is 4.127:1.
SECOND GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 6 © 2006 Mitchell Repair Information Company, LLC.

Fig. 6: 2nd Gear Power Flow
Courtesy of CHRYSLER LLC
In Second gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear.
When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold
the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside
of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a
reduction gear ratio of 2.84:1.
Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer
gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at
the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set
operates in direct, or 1:1.
The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a
result, the ratio through the entire gear train to the final drive in Second gear is 2.84:1.
THIRD GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 7 © 2006 Mitchell Repair Information Company, LLC.

Fig. 7: 3rd Gear Power Flow
Courtesy of CHRYSLER LLC
In Third gear, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun gear.
When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to hold
the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of
1.573:1.
Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears
and the underdrive shaft. The Overrunning Clutch (ORC) holds (4) the underdrive sun gear. The LC (3) is also
applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier,
and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.
The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a
result, the ratio through the entire gear train to the final drive in Third gear is 2.28:1.
Third gear is also the default (limp-in) gear position.
FOURTH GEAR PRIME
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 8 © 2006 Mitchell Repair Information Company, LLC.

Fig. 8: 4th Gear Prime Power Flow
Courtesy of CHRYSLER LLC
In Fourth Prime, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun
gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to
hold the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of
1.57:1.
Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer
gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at
the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set
operates in direct, or 1:1.
The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a
result, the ratio through the entire gear train to the final drive in Fourth Prime is 1.573:1.
FOURTH GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 9 © 2006 Mitchell Repair Information Company, LLC.

Fig. 9: 4th Gear Power Flow
Courtesy of CHRYSLER LLC
In Fourth gear, the UD (1) and OD clutches (2) are applied to provide input torque. The UD hub is splined to
the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The OD hub
assembly is splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and
front carrier/rear annulus assembly are also driven. With the rear sun gear and the rear annulus driven at the
same speed and in the same direction, the entire front/rear planetary gear train is locked and rotating as one unit.
The rear carrier/front annulus rotates as an output member in direct, or 1:1.
Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears
and the underdrive shaft. The Overrunning Clutch (ORC) (4) holds the underdrive sun gear. The LC (3) is also
applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier,
and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.
The main centerline ratio of 1:1 is multiplied by the underdrive compounder centerline ratio of 1:45. As a result,
the ratio through the entire gear train to the final drive in Fourth gear is 1.45:1.
FIFTH GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 10 © 2006 Mitchell Repair Information Company, LLC.

Fig. 10: 5th Gear Power Flow
Courtesy of CHRYSLER LLC
In Fifth gear, the UD (1) and OD clutches (2) are applied to provide input torque. The UD hub is splined to the
rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The OD hub assembly is
splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front
carrier/rear annulus assembly are also driven. With the rear sun gear and the rear annulus driven at the same
speed and in the same direction, the entire planetary gear set is locked and rotating as one unit. The rear
carrier/front annulus assembly rotates as an output member in direct drive, or 1:1.
Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer
gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at
the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set
operates in direct, or 1:1.
The main centerline ratio of 1:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result,
the ratio through the entire gear train to the final drive in Fifth gear is 1.00:1.
SIXTH GEAR
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 11 © 2006 Mitchell Repair Information Company, LLC.

Fig. 11: 6th Gear Power Flow
Courtesy of CHRYSLER LLC
In Sixth gear, the OD clutch (1) is applied to drive the front carrier/rear annulus assembly. The OD hub is
splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front
carrier/rear annulus assembly are driven. The 2/4 clutch (2) is applied to hold the front sun gear. Overdrive can
be achieved using the front gear set. The rear carrier/front ring gear/annulus rotates as an output member with
an overdrive gear ratio of 0.69:1.
Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears
and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the
same speed as the underdrive annulus. With two members driven, the underdrive compounder carrier rotates
with a direct drive.
The main centerline ratio of 0.69:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a
result, the ratio through the entire gear train to the final drive in Sixth gear is 0.69:1.
DIAGNOSIS AND TESTING
TORQUE CONVERTER HOUSING FLUID LEAKAGE
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 12 © 2006 Mitchell Repair Information Company, LLC.

Fig. 12: Converter Housing Leak Paths
Courtesy of CHRYSLER LLC
When diagnosing converter housing fluid leaks, three actions must be taken before repair:
1. Verify proper transmission fluid level.
2. Verify that the leak originates from the converter housing area and is transmission fluid.
3. Determine the true source of the leak.
Fluid leakage at or around the torque converter area may originate from an engine oil leak. The area should be
examined closely. Factory fill fluid is red and, therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual
fluid in the converter housing, or excess fluid spilled during factory fill, or fill after repair. Converter housing
leaks have several potential sources inspect pump seal (1), pump vent (2), pump bolts (3), pump gasket (4),
converter housing (5), converter (6) and a rear main seal leak (7). Through careful observation, a leak source
can be identified before removing the transmission for repair.
Pump seal leaks tend to move along the drive hub and onto the rear of the converter. Pump O-ring or pump
body leaks follow the same path as a seal leak. Pump attaching bolt leaks are generally deposited on the inside
of the converter housing and not on the converter itself. Pump seal or gasket leaks usually travel down the
inside of the converter housin
g
.
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 13 © 2006 Mitchell Repair Information Company, LLC.

TORQUE CONVERTER LEAKAGE
Fig. 13: Converter Leak Points -Typical
Courtesy of CHRYSLER LLC
Possible sources of torque converter leakage are:
Torque converter weld leaks at the outside diameter weld (1).
Torque converter hub weld (2).
CLUTCH AIR PRESSURE TESTS
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 14 © 2006 Mitchell Repair Information Company, LLC.

Fig. 14: Air Pressure Test Plate 9741
Courtesy of CHRYSLER LLC
Inoperative clutches can be located using a series of tests by substituting air pressure for fluid pressure using Air
Pressure Test Plate 9741.
1 - OVERDRIVE CLUTCH 5 -
LOW/REVERSE
CLUTCH
2 - REVERSE CLUTCH 6 - LOW
CLUTCH
3 - UNDERDRIVE CLUTCH 7 - DIRECT
CLUTCH
4 -2/4 CLUTCH
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 15 © 2006 Mitchell Repair Information Company, LLC.

The clutches may be tested by applying air pressure to their respective passages. The valve body and oil filter
must be removed and Air Pressure Test Plate 9741 installed. To make air pressure tests, proceed as follows:
Remove oil pan and valve body, Install Test Plate 9741 and tighten bolts to 6 N.m (50 in. lbs.). When testing is
finished install valve body and tighten bolts to 6 N.m (50 in. lbs.), Install the oil pan bolts and tighten to 6 N.m
(50 in. lbs.) and fill transmission. See Transmission and Transfer Case/Automatic -62TE/FLUID -
Standard Procedure.
OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch feed hole located on the test plate marked OD, listen for an audible
thud. The piston should return to its starting position when the air pressure is removed.
REVERSE CLUTCH
Apply air pressure to the reverse clutch feed hole located on the test plate marked REV, listen for an audible
thud. The piston should return to its starting position when the air pressure is removed.
2/4 CLUTCH
Apply air pressure to the feed hole located on the test plate marked 2/4 clutch. listen for an audible thud. The
p
iston should return to its original position after the air pressure is removed.
LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole located on the test plate marked LR. Then, listen for an
audible thud. The piston should return to its original position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its operation is checked by function. Air pressure is applied to the
feed hole located on the test plate marked UD. This locks the output shaft. Use a piece of rubber hose wrapped
around the input shaft and a pair of clamp-on pliers to turn the input shaft. Next apply air pressure to the
underdrive clutch. The input shaft should not rotate with hand torque. Release the air pressure and confirm that
the input shaft will rotate.
DIRECT CLUTCH
Apply air pressure to the feed hole located on the test plate marked DC, listen for an audible thud.
LOW CLUTCH
Appl
y
air pressure to the feed hole located on the test plate marked LC, listen for an audible thud.
NOTE: The compressed air supply must be free of all dirt and moisture. Use a pressure
of 30 psi.
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 16 © 2006 Mitchell Repair Information Company, LLC.

ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been
approved.
During the road test, the transaxle should be operated in each position to check for slipping and any variation in
shifting.
If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning
clutch may be slipping. If acceleration is normal, but high throttle opening is needed to maintain highway
speeds, the converter stator clutch may have seized. Both of these stator defects require replacement of the
torque converter and thorough transaxle cleaning.
Slipping clutches can be isolated by comparing the clutch application table with clutch operation encountered
on a road test. This table identifies which clutches are applied at each position of the selector lever.
A slipping clutch may also set a DTC and can be determined by operating the transaxle in all selector positions.
CLUTCH APPLICATION
A = Applied
H = Holding
* = Limp-in Mode
^ = Applied in coast only
The process of elimination can be used to detect any unit which slips and to confirm proper operation of good
units. Road test analysis can diagnose slipping units, but the cause of the malfunction cannot be determined.
Practically any condition can be caused by leaking hydraulic circuits or sticking valves.
REMOVAL
REMOVAL
62TE ELEMENTS APPLIED
GEAR RATIO UD OD R2-4 L-R LC DC ORC
1 4.127 A - - - A A ^ - H
2 2.842 A - - - A - A -
3* 2.284 A - - A - A ^ - H
4 1.573 A - - A - - A -
4 1.452 A A - - - A ^ - H
5 1.000 A A - - - - A -
6 0.689 - A - A - - A -
R 3.215 - - A - A A - -
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 17 © 2006 Mitchell Repair Information Company, LLC.

Fig. 15: Battery
Courtesy of CHRYSLER LLC
1. Open hood.
2. Disconnect the battery cables (1).
3. Remove the battery hold down bolt (3) and remove the battery (2).
4. Remove the clips holding harness and ground cable to the battery tray.
5. Remove the battery tray.
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 18 © 2006 Mitchell Repair Information Company, LLC.

Fi
g
. 16: Overflow Bottle
Courtesy of CHRYSLER LLC
6. Remove the overflow bottle (1).
Fig. 17: Cooler Lines At Transaxle
Courtesy of CHRYSLER LLC
7. Disconnect oil cooler lines from transaxle using Disconnect Tool 8875A.
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 19 © 2006 Mitchell Repair Information Company, LLC.

Fi
g
. 18: Bolts Holdin
g
Heater Lines
Courtesy of CHRYSLER LLC
8. Remove the bolts (2) holding the heater lines.
9. Unplug the input speed sensor (3).
Fig. 19: Shift Cable From/To Manual Lever
Courtesy of CHRYSLER LLC
10. Disconnect gearshift cable (1) from transaxle manual valve lever (2).
11. Disconnect gearshift cable from the bracket.
2009 Chrysler Town & Country LX
2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country
steve
Monday, May 23, 2011 1:26:07 PM Page 20 © 2006 Mitchell Repair Information Company, LLC.