P0700 on Chrysler: How to Diagnose & Fix

The ZF 8-speed automatic develops harsh shifting, especially in 2nd gear. Valve body is primary failure point. Cold shifting particularly problematic. Chrysler states "sealed for life" but failures occur before 150,000 miles.

A small plastic clip in the shifter mechanism breaks, causing the vehicle to become stuck in Park. Known design flaw in the first-generation LX platform vehicles. The clip is inexpensive but causes a completely disabled vehicle when it fails. Emergency brake override button near shifter can bypass the issue temporarily.

The A604 (41TE) transmission used in 2001-2006 models and the 62TE 6-speed transmission in 2007-2010 models are prone to slipping between gears, hard shifts, and delayed engagement. The A604 has known OE design flaws, while the 62TE commonly experiences solenoid pack failures.

The 62TE 6-speed automatic transmission experiences solenoid pack failures causing hard shifting, slipping, limp mode (stuck in 3rd gear), and complete transmission failure. The solenoid pack contains 6 shift solenoids, 1 line-pressure solenoid, a temperature sensor, and 5 pressure switches. Most frequent in 2012 and 2014 models.

The 41TE (A604 Ultradrive) four-speed automatic used behind the 3.3L and 3.8L V6 in 1996-2007 Town & Country vans is the single most-reported failure on the nameplate. Clutch material and worn friction debris circulate in the fluid, plug the small feed passages in the valve body and pump, and starve the planetary gearsets of lubrication. The result is a burned front/rear clutch pack or a shattered planetary carrier. Owners commonly report the failure preceded by a stuttering or repeated 1-2 shift, delayed forward/reverse engagement with a double bump, and limp-in (second gear only). Aggravating factors documented on the owner forums include use of generic ATF instead of Chrysler ATF+4, a missed 30k-mile fluid service, and a weak/AC-ripple-producing alternator or a bad output shaft speed sensor signal confusing the TCM. This is the 4-speed unit and is a separate story from the later 62TE 6-speed used from 2007 on.

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 worst; 2016+ have improvements after FCA built transmissions in Kokomo, Indiana. Recall S55 (NHTSA 16V529000) issued.

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.

The New Yorker's A604 (41TE) 4-speed automatic was one of the first electronically controlled transmissions and is notorious for premature failure. The solenoid pack, input/output speed sensors, and clutch packs wear out, causing erratic shifting and complete failure.

The 42LE 4-speed automatic transmission in the 300M is prone to premature failure, including solenoid pack issues, torque converter clutch failure, and internal clutch pack wear. The high torque output of the 3.5L V6 stresses the transmission beyond its design limits. Harsh shifting, slipping, and limp mode are common symptoms. The transmission is shared with the Intrepid, Concorde, and LHS, and the failure patterns are identical across all platforms. The solenoid pack and connector are the most common failure points.

The Concorde's 42LE 4-speed automatic transmission suffers from solenoid pack failures that cause erratic shifting, limp mode, and delayed engagement. The internal solenoid seals deteriorate, causing pressure loss and harsh or missed shifts.

The LeBaron uses the Chrysler A604 (41TE) 4-speed electronically-controlled automatic transaxle. This was one of the first fully electronic automatics and its solenoid pack is the primary failure point. The solenoids develop internal leaks and electrical failures, causing erratic shifting, no-shift conditions, and limp mode (locked in 2nd gear). The transmission controller can also fail. The A604 was so problematic that Chrysler extended warranty coverage on early units.

The 42LE 4-speed automatic transmission in the LHS shares the same failure patterns as the Intrepid, Concorde, and 300M. Solenoid pack failures, torque converter clutch issues, and internal clutch pack wear lead to harsh shifting, slipping, and limp mode. The LHS's heavy curb weight and 3.5L V6 torque output stress the transmission. The solenoid pack and transmission connector are the most common failure points and can be serviced without removing the transmission.

The automatic transmission develops solenoid pack failures and valve body wear causing harsh shifts, delayed engagement, and limp mode. The transmission control module can also develop cold solder joints causing intermittent issues.

The 948TE 9-speed automatic paired with the 3.6L Pentastar V6 has well-documented calibration issues. Hesitation during light-throttle acceleration, delayed 2nd-to-3rd upshifts, and shuddering under load. For 2023+, Chrysler introduced revised valve body and updated shift logic with fewer complaints.

The Fifth Avenue uses the Chrysler A604 (41TE) fully electronic 4-speed transaxle, which was notorious for reliability issues in its early years. The solenoid pack and valve body suffer from design limitations that cause erratic shifting and limp mode. The transmission goes into "limp home" mode (locked in 2nd gear) as a protective measure when it detects solenoid or pressure errors. The Fifth Avenue's heavier curb weight compared to other A604-equipped vehicles accelerates wear.

Internal transmission wiring connectors in PHEV models can short circuit, causing unexpected engine shutdown while driving. The low-voltage wiring harness within the transmission develops shorts, causing the gas engine to shut down and the vehicle to go into limp mode or lose motive power entirely. Recall 03A / NHTSA 23V010 issued.

The ZF 9HP 9-speed automatic transmission in the Pacifica exhibits harsh or jerky 3-4 shifts, shuddering during light throttle acceleration at 25-40 mph, and occasional hesitation when downshifting. The 9-speed has had multiple software calibration updates since launch, and the adaptive learning can become confused by varied driving patterns. Cold weather worsens the harsh shifting. The issue persists across multiple model years despite ongoing TSBs.

The Prowler uses a unique rear-mounted Chrysler 42LE 4-speed automatic transaxle with the differential integrated into the unit. The transmission is mounted at the rear axle (like a Corvette) for weight distribution, but the rear mounting location receives less cooling airflow than a front-mounted transmission. Combined with the 3.5L V6's torque, the 42LE overheats during spirited driving, causing shift quality degradation and premature clutch wear. There is no factory auxiliary cooler.

The 4-speed automatic with AutoStick develops harsh and erratic shifts. The transmission adaptive learning software can become confused, and solenoid pack issues cause delayed or harsh gear changes.

The rear-mounted 42LE (A606) automatic can drop into limp-in (fail-safe) mode when the electronic shift solenoid pack develops internal faults. Symptoms are the transmission locking into a single gear (commonly 2nd, or only 1st and reverse) until the ignition is cycled, often accompanied by a check-engine/transmission light. This is distinct from the fluid-overheating and AutoStick harsh-shift issues: here the solenoid pack itself (or its wiring/connector) is the root cause and typically sets solenoid-performance codes.

The 41TE (A604) automatic transmission is prone to solenoid pack failure causing erratic shifting, limp mode, and harsh engagement. The 41TE was one of the first fully electronic automatic transmissions and reliability suffered.