Originally Posted By: tomcat27
Can I interrupt the debate for some techie questions?
dont they use the 41TE in the minivan also? I would suspect its really stressed in that duty.
Yes, its stressed in that application and its used in virtually every front-drive Chrysler product that has a TRANSVERSE (sideways) engine since 1989 (smaller v6 engines and inline 4s got the 3-speed well into the mid 90s- it was a reliable unit). The 41TE is pretty much solely responsible for Chrysler's bad transmission reputation, and of that its mostly due to the overloaded 41TEs in minivans. Before the 41TE, Chrysler had the rep for the some of the best automatics in the business and there's never been any real problem with the other transmissions (rear-drive in trucks in SUVs or the 42LE used in longitudinal-engine FWDs like the LH cars. The 545RFE now used in the trucks and larger Jeeps has a very good track record.) But every time someone had a problem with a truck transmission in the 90s, because the 41TE had such a bad rap it would get blamed on "lousy Chrysler transmissions" too. The 41TE was originally called the A604- there's no real difference except for the gradual and continual upgrades it got.
Quote:
where'd you learn how to do tranny builds? is it practical for an average car nut to try one? I've rebuilt small engines, replaced many clutches in cars/trucks
I'm self-taught from reading and diving in. Basically if you can rebuild a small engine, a transmission doable if you just set aside your fear of the different. I consider overhauling and automatic FAR easier than replacing a clutch on a manual, let alone rebuilding an engine, from the amount of actual physical work it takes. The only special tools required are a GOOD set of snap-ring pliers (interior and exterior), a good set of feeler gauges, patience, and a CLEAN CLEAN CLEAN work area. Dirt kills automatics. The patience is required to use the feeler gauges to set clearances very carefully. I've been able to cobble together all the other "tools" needed- like using a 4x4, threaded rods, and nuts to pull the pump out of the bellhousing, and a large assortment of C-clamps to compress clutch pack springs.
My biggest problem on the ones I've rebuilt is acquiring oddball little parts. Weekend hobbyist mechanics like me can order "rebuild kits" that have all the friction materials, and 90% of what you need easy enough, but it can be a little tricky to get the things that aren't included in the kits if you happen to need them- waverings/snaprings of different thicknesses to set clutch pack clearances, thrust washers of different thicnkeses to set input shaft end-play, etc. But its doable.