2011-2017 Chrysler 200 Problems: 14 Known Issues

The ZF 9HP48 9-speed automatic transmission suffers from harsh shifting, delayed engagement, lurching forward, and unexpectedly shifting into neutral while driving. A terminal crimping issue in sensor cluster harness assemblies caused wiring defects. 2015 models are the worst affected. Recall S55 (NHTSA 16V529000) covers 2015 models.

The first-generation Chrysler 200 (rebadged Sebring) uses the 62TE 6-speed automatic which suffers from solenoid pack failures, valve body issues, and worn sealing rings. Hard shifting, slipping, and complete failure are common, often before 100,000 miles.

On 2015 200 V6 models built March-December 2014 with the 9-speed automatic, the parking pawl can become contaminated or the park rod can dislodge or break, so the transmission may fail to actually engage Park even though the dash shows 'Park.' The driver gets no warning, and the vehicle can roll away. This prompted NHTSA recall 15V-090, affecting roughly 22,000 U.S. vehicles.

Early second-generation 200 sedans with the ZF-sourced 9-speed automatic (948TE/9HP48) can unexpectedly drop into neutral while driving, causing a sudden loss of propulsion. The root cause is insufficient crimps on the terminals of the 26-way connector in the transmission range-sensor wire harness, which corrupts the transmission's gear-position signal. This triggered NHTSA recall 16V-529 covering the 2015 Chrysler 200 alongside related Jeep Cherokee, Renegade, RAM ProMaster City, and Fiat 500X models sharing the transmission.

Beyond the recall-level neutral defect, owners broadly report poor driveability from the 9-speed automatic: hard or clunky shifts, lurching, hesitation off the line, slow first-gear engagement, and a tendency to hang in lower gears. The transmission was new and software-immature when introduced, and FCA issued multiple PCM/TCM reflashes to improve shift quality. Many owners still describe the shift behavior as rough even after updates.

The 2.4L Tigershark MultiAir four-cylinder consumes excessive oil, with owners reporting roughly one quart every 1,000 miles. Class-action plaintiffs blamed piston rings that wear and fail to seal, allowing oil to be burned in the combustion chamber; FCA's warranty-extension bulletin lists the cause as the interactive deceleration fuel shut-off calibration. Because the low-oil warning may not illuminate until oil is critically low, the engine can stall or suffer accelerated wear, which led to a class-action settlement covering 2.4L FCA engines.

First-generation 200s stall without warning during low-speed deceleration, such as braking for a stop sign or while idling. NHTSA opened preliminary investigation PE12-016 in June 2012 covering an estimated 46,387 2011 Chrysler 200 and Dodge Avenger vehicles with the 3.6L engine; Chrysler found the PCM could run a fuel-vapor purge monitor check at idle, creating an overly rich condition that killed the engine. A software 'customer satisfaction' campaign to reprogram the PCM followed in late 2012, and NHTSA closed the investigation in October 2012.

The Chrysler 200 experiences intermittent engine stalling at idle, particularly when decelerating to a stop or sitting at traffic lights. On 2011 models with the 3.6L V6, NHTSA investigation PE12-016 found the PCM could run an evaporative-emissions purge monitor check at idle, creating an overly rich vapor condition that stalls the engine; carbon buildup in the electronic throttle body is a further common cause of low idle and stalling on both the 2.4L and 3.6L as the cars age. The stall often occurs without a check engine light, making diagnosis frustrating.

The oil filter housing and integrated oil cooler on the 3.6L Pentastar V6 engine develops leaks from the housing gasket and the oil cooler O-rings. Oil seeps from the housing located in the engine valley under the intake manifold, dripping onto the exhaust and creating a burning oil smell. The leak worsens over time and can cause significant oil loss between changes. This issue is shared across many FCA vehicles using the 3.6L Pentastar engine.

Recall 18V332 (FCA campaign U59 for the 200) includes selected 2015–2017 Chrysler 200 vehicles with Adaptive Cruise Control built November 15, 2013–October 26, 2016 with affected controller software. Controller software can retain a torque request if a short interrupts CAN-C communication while cruise control requests acceleration. Cancellation can then fail, causing continued speed or acceleration.

The second-generation 200 suffers from parasitic battery drain caused by modules not going to sleep properly. The Body Control Module and UConnect system are common culprits. Battery can die in 2-3 days of sitting.

Chrysler (FCA US LLC) included the 2015 Chrysler 200 in its recall of vehicles equipped with radios that have software vulnerabilities allowing third-party access to certain networked vehicle control systems. NHTSA's consequence statement is that exploitation may result in unauthorized remote modification and control of certain vehicle systems, increasing the risk of a crash. Only the 2015 model year of the 200 appears in this campaign. The 1,416,903 vehicles NHTSA reports is the total for the entire recall across all the Chrysler, Dodge, Jeep and RAM models named, not a count of 200s.

The active (deployable) head restraints in the front seats can deploy randomly without any rear-end collision, sometimes striking the back of the occupant's head and causing minor injuries or concussions. NHTSA's investigation (PE19-014) found the most common cause is environmental stress cracking of the plastic (PC-ABS) sled that holds the latch retention pin, caused by hydrocarbon-oil contamination; once the sled cracks, the pin pulls free and the spring-loaded restraint releases. Complaints span both generations of the 200.

The A/C evaporator core develops pinhole leaks from corrosion, causing a gradual loss of refrigerant and diminished cooling performance. The evaporator is located inside the HVAC housing behind the dashboard, making it a labor-intensive repair. Moisture and debris accumulation on the evaporator surface accelerate corrosion. The refrigerant leak rate is often slow enough that the A/C loses effectiveness over weeks to months rather than failing suddenly.