The 41TE transmission was first manufactured in 1989 by Chrysler for its front-wheel drive (FWD) vehicles. Used in a number of vehicles under the brand’s umbrella, including Plymouth and Dodge, the four-speed automatic transaxle is also called the A604 or 41-TE. 

While the Chrysler Corporation’s engineers and transmission specialists were the most influential in terms of the final design, they did collaborate with external partners to perfect its performance. The most notable organization in the process was Mitsubishi Motors, which is why the 41TE shares several core similarities with the F4A41 transmission. With two of the most reputable organizations working on the problem, the 41TE is a product of the expertise and knowledge of some of the most industrious minds in the industry. 

After its debut in 1989, the transmission went through a number of updates to improve its reliability and functionality. Over time, Chrysler changed the initial hydraulic/mechanical system to electronic controls, which improved the precision of drivers when shifting. By introducing overdrive lockup control, drivers could count on their vehicles for more consistent power transfer on the road. The corporation also made it possible for the 41TE to fit with other vehicle systems, further increasing its ubiquity in the market. 

For better fuel efficiency, Chrysler changed the gear ratios for more seamless acceleration as well as better cruising capabilities. The increased gear ratios made it possible for the car to reach higher speeds without jerking at every shift. With more trustworthy energy distribution at higher RPMs, drivers became more likely to put their cars to the test both on and off the road. By reducing the stress of the engine and the friction between rotational speed, the change also helped drivers save money on gas, all while getting a better experience on the road. 

The 41TE can be found in the New Yorker (1989 – 1993), LeBaron (1989 – 1995), Caravan (1989 – 2010), Chrysler Daytona IROC (1989 – 1993), Chrysler Daytona IROC EU (1992 – 1993), Dynasty (1989 – 1993), Shadow (1989 – 1994), Sundance (1989 – 1994), Spirit (1989 – 1994), Acclaim (1989 – 1994), Voyager (1989 – 2000), New Yorker Fifth Ave (1990 – 1993), Town and country (1989 – 2010), Duster (1992 – 1994), Cirrus (1995 – 2000), Sebring (1995 – 2006), Chrysler Stratus (1995 – 2006), Avenger (1995 – 2000), Dodge Stratus (1995 – 2006), Sebring EU (1995 – 2006), Breeze (1996 – 2000), Voyager US (2000 – 2003), Voyager INTL (1989 – 2007), PT Cruiser (2001 – 2010), Neon (2002 – 2003), Pacifica (2004 – 2008), Eclipse non-turbo (1995 – 1999), Siber (2008 – 2010)

From its inception, the Chrysler A604 transmission was made to be dependable on the road. Because the corporation was determined to find a strong balance between affordability and reliability, its engineers focused on improving the clutch packs and sealing techniques for each new round of changes. These decisions would improve the A604 automatic transmission’s torque capacity, along with upgrades to the input shaft and converter. 

Over the past decades, Chrysler continued to upgrade the sensors and electromechanical system that controlled the flow of transmission fluid. The A604 automatic transmission would up its torque outputs to match those of the newer, more powerful engines. It reduced shift shock and generally improved the driver’s impression of their vehicle — particularly after heavy use over the years. Successors for this engine include the 40TE, 41AE, 42LE, and 42RLE.