P0700 on 2011-2017 Chrysler 200: Transmission Fault Causes and Fixes

What's Unique About the 2011-2017 Chrysler 200

The 2011-2017 Chrysler 200 spans two completely different generations with different transmissions, making the cause of a P0700 code highly dependent on the year. The first generation (2011-2014) primarily used the 62TE 6-speed automatic, which is prone to solenoid pack failures. The second generation (2015-2017) introduced the ZF 9-speed automatic (948TE), which was plagued by software glitches, valve body problems, and numerous recalls. For the 9-speed, a P0700 is very frequently related to a needed software update to correct harsh shifting, which the dealer performs based on specific Technical Service Bulletins (TSBs).

Generation note: Yes, this range covers two generations. The 1st gen (2011-2014) used a 4-speed or 6-speed (62TE) automatic. The 2nd gen (2015-2017) used a new ZF 9-speed (948TE) automatic. The causes and fixes are very different between them. The 9-speed is particularly known for shifting problems that can trigger a P0700 code, many of which were addressed by a series of factory software updates.

Symptoms You May Notice

• Check Engine Light is on
• Harsh or erratic shifting
• Delayed gear engagement
• Vehicle stuck in 'limp mode' (often 2nd or 3rd gear)
• Transmission warning light may be illuminated
• Stalling or poor acceleration
• Vehicle unexpectedly shifts into neutral

Most Likely Causes

1. TCM/PCM Software Update Needed (2015-2017 ZF 9-Speed) 🔴 High Probability The ZF 9-speed transmission had numerous drivability issues from the factory, which Chrysler addressed with a series of software updates to improve shift logic and correct fault detection. TSBs were released to fix issues like erratic shifts and garage shifts (Park to Drive/Reverse).
   How to confirm: A Chrysler dealer or a well-equipped independent shop can check the current software version against the latest available version for the vehicle's VIN. Check for related TSBs like 21-013-16 Rev. B or 21-018-14 Rev. B. These TSBs often involve reprogramming the TCM and performing a 'Quick Learn' procedure.
   Typical fix: Reprogramming the Transmission Control Module (TCM) and/or Powertrain Control Module (PCM) with the latest software. This must be done with a dealership-level scan tool (wiTECH).
   Est. part cost: $0-$250
2. Faulty Transmission Solenoid Pack (2011-2014 62TE) 🔴 High Probability The 62TE transmission is widely known for solenoid pack failures. The solenoids control fluid flow to engage different gears, and when they fail, it causes shifting problems and triggers fault codes. This is a common failure point across many Chrysler/Dodge/Jeep vehicles using this transmission.
   How to confirm: Scan the TCM for specific solenoid circuit codes (e.g., P0750, P0755). A technician may also perform electrical tests on the solenoid pack. The part is accessed by removing the transmission pan. 🎬 See this walkthrough on replacing the 62TE transmission solenoid pack.
   Typical fix: Replace the transmission solenoid pack. This is typically accessed by removing the transmission pan.
   Est. part cost: $150-$350
3. Low or Degraded Transmission Fluid 🟡 Medium Probability Both the 62TE and ZF 9-speed are sensitive to fluid level and condition. The 9-speed requires a very specific and expensive fluid (Mopar ZF 8&9 Speed ATF). Using the wrong fluid can cause significant issues. While marketed as 'lifetime' fluid in the US, many experts recommend fluid changes.
   How to confirm: Check the transmission fluid level and condition. On the 62TE, there is a dipstick. The ZF 9-speed is a sealed unit and requires a specific, more complex procedure to check the level. Fluid should be reddish and not smell burnt.
   Typical fix: Perform a transmission fluid and filter change using the correct OEM-specified fluid. Top-off if low and inspect for leaks.
   Est. part cost: $50-$200
4. Faulty Valve Body (2015-2017 ZF 9-Speed) 🟡 Medium Probability The complex mechatronic unit (valve body and TCM combined) on the ZF 9-speed is a common failure point, leading to harsh shifts, delayed engagement, and fault codes. Problems often persist after software updates have been attempted.
   How to confirm: Requires advanced diagnostics after scanning for specific valve body or pressure codes. Often diagnosed after software updates fail to resolve the issue. The TCM is physically located on top of the valve body inside the transmission.
   Typical fix: Replacement of the entire valve body assembly. This is a complex and expensive repair that requires subsequent programming and learn procedures.
   Est. part cost: $800-$1500

Rare But Worth Checking

• Faulty Input/Output Speed Sensors: These sensors provide critical data for shift timing. If one fails, the TCM can become confused, leading to erratic shifting and a P0700 code. This is more common on the 62TE transmission.
• Internal Transmission Wiring Harness Failure: The wiring inside the transmission can become brittle from heat and fluid exposure, leading to shorts or open circuits that affect solenoids and sensors. For the 2015 model year, a recall (NHTSA 15V-470 / FCA R24) was issued for a faulty power distribution center connector that could cause stalling or shifting to neutral.
• Failed Transmission Control Module (TCM): While less common than software glitches or mechanical parts, the TCM itself can fail electronically, requiring replacement and programming. On the 9-speed, the TCM is integrated with the valve body.
• Transmission Pump Failure: Although less frequent, a failed transmission pump can trigger a P0700. As noted in NHTSA ODI #11538712 for a similar Chrysler platform, a diagnosis of P0700 was linked directly to a pump that required replacement.

Diagnosis Steps

1. Confirm the P0700 code is present in the Engine Control Module (ECM) with a basic OBD-II scanner.
2. Use an advanced scan tool capable of communicating with the Transmission Control Module (TCM).
3. Retrieve and document all diagnostic trouble codes stored in the TCM. These are the codes that matter.
4. Based on the vehicle year, identify the transmission (62TE for 2011-2014, ZF 9-Speed/948TE for 2015-2017).
5. For 2015-2017 models, the first step should be to check for any available TCM/PCM software updates by checking TSBs (e.g., 21-013-16, 21-018-14) or contacting a dealer.
6. Check the transmission fluid level and condition. Ensure the correct fluid type is being used (ATF+4 for 62TE, Mopar ZF 8&9 Speed ATF for 948TE).
7. Inspect the transmission and wiring harness for any visible damage, leaks, or loose connectors. Pay special attention to the power distribution center connector on 2015 models due to a recall.
8. Follow the diagnostic procedures for the specific codes found in the TCM (e.g., testing sensors, solenoids, or wiring).
9. If software updates are performed on a 9-speed, ensure the 'Quick Learn' or 'Adaptation Drive Learn' procedure is completed as specified in the relevant TSB.
10. If no other codes are present or if software updates do not resolve the issue, further diagnosis of the valve body or internal transmission components may be necessary.

Parts You'll Likely Need

• Transmission Solenoid Pack (62TE) (OEM #68376696AA (supersedes 5078709AB)) — This is the most common failure part on the 6-speed transmission used in 2011-2014 models, responsible for a wide range of shifting issues.
  Trusted brands: Mopar, Rostra
  OEM price range: $250-$400
  Aftermarket price range: $150-$250
• Valve Body Assembly (ZF 9-Speed) — A common failure on the 9-speed transmission in 2015-2017 models, often replaced after software updates fail to fix erratic shifting.
  Trusted brands: Mopar, ZF
  OEM price range: $1000-$1500

Related Codes That Often Appear With This One

• P0730-P0736 — These codes indicate an incorrect gear ratio, meaning the transmission is slipping or not in the commanded gear. This often points to internal mechanical or hydraulic issues.
• P0740 — Often appearing alongside P0700, this code can indicate a Transmission Control Module or torque converter clutch circuit issue, as described in NHTSA ODI #10662298.
• P0750-P0770 — These codes point to faults in the shift solenoid circuits. This is very common with a failing solenoid pack on the 62TE transmission.
• P0868 — This code indicates low transmission fluid pressure, which could be caused by low fluid, a clogged filter, a failing pump, or a faulty solenoid/valve body.
• P1776 — This code, when paired with P0700, is associated with the vehicle randomly throwing itself into second gear or locking into limp mode (NHTSA ODI #10335662).
• U0401 — Indicates invalid data received from the ECM/PCM. This can occur alongside P0700 when there are communication issues between the engine and transmission controllers.

Technical Service Bulletins (TSBs) & Recalls

• TSB 21-013-16 Rev. B: Details the 'Quick Learn' procedure for the 9-speed transmission, required after certain repairs or to improve shift quality on 2015-2016 models.
• TSB 21-018-14 Rev. B: Involves flashing the TCM with updated software to address various shift quality enhancements on 2014 Jeep Cherokees, which shares the same transmission as the 2015+ Chrysler 200.
• TSB 21-043-15: Supersedes 21-018-14 and provides further software enhancements for the TCM on vehicles with the 3.2L engine and 9-speed transmission.
• RRT 16-002 / TSB 21-002-16: A Rapid Response Transmittal for 2016 models with the 2.4L engine to reprogram the TCM for shift and diagnostic enhancements.

Platform-Specific Known Issues

• 2011-2014 (62TE) Solenoid Pack Failure: Owners of the first-generation Chrysler 200 frequently report transmission issues that are ultimately traced back to a failed solenoid pack. Symptoms include getting stuck in one gear (limp mode) and harsh shifting. Replacement of the solenoid pack is a very common repair for these models.
• 2015-2017 (948TE) Software and Hardware Issues: The second-generation models with the ZF 9-speed are notorious for transmission problems. A large number of owner complaints center on rough 1-2 and 2-3 shifts, sudden lurching, and stalling. Many of these issues were addressed via a series of TCM software updates from Chrysler. If software updates do not resolve the problem, the next most common repair is a complete valve body/TCM assembly replacement.
• 2015 Model Year Electrical Connector Recall (FCA Recall R24): A specific recall (NHTSA 15V-470) was issued for 2015 models due to a faulty electrical connector in the power distribution center. This could cause intermittent power loss, leading to the engine stalling or the transmission shifting into neutral without warning, which could trigger a P0700 code.

Mechanic-Grade Diagnostic Values

• 62TE Shift Solenoid Resistance (most) — expected: 1.6 - 1.8 Ohms. Failure: Reading outside of this range (open or shorted). Test by checking resistance between pin 10 (power) and the respective solenoid pin at the case connector.
• 62TE Line Pressure Solenoid Resistance — expected: 4.8 - 5.1 Ohms. Failure: Reading outside of this range. Test between pin 10 and pin 12 at the case connector.
• 62TE Pressure Switch Resistors — expected: ~300 Ohms. Failure: Significantly different reading. Test between pin 10 and the respective pressure signal pin.
• 948TE Input/Output Speed Sensor Reference Voltage — expected: 9-volt reference from TCM. Failure: No or incorrect voltage from the TCM indicates a wiring or TCM issue.
• 948TE Pressure Transducer Reference Voltage — expected: 5-volt reference from TCM. Failure: No or incorrect voltage from the TCM.
• System Voltage (at battery with engine running) — expected: 13.5 - 14.5 Volts. Failure: Low or high voltage can interfere with TCM operation and cause various electronic faults.

Scan Tool Commands That Help

• wiTECH or capable aftermarket (e.g., Autel): Quick Learn — Required after replacing the transmission, valve body/TCM, or clearing adaptation memory cells. It is also a primary step to remedy shift quality concerns on both the 62TE and 948TE transmissions.
• wiTECH or capable aftermarket: Reset Adaptive Values — Used on the 9-speed transmission before performing the 'Quick Learn' procedure to clear old clutch adaptation values from memory.
• wiTECH: Adaptation Drive Learn — A more extensive procedure for the 9-speed transmission, sometimes required by TSBs, where a technician performs a specific, lengthy test drive to ensure the transmission is shifting correctly after a software update or repair.

Wiring & Ground Locations

• Transmission Case Connector (62TE) — On the outside of the 6-speed transmission housing.. This is the primary point for testing the resistance of all internal solenoids and sensors without removing the transmission pan, using a multimeter and a pinout chart.
• Battery Ground Strap (2015+) — Connects from the battery negative terminal to the side of the transmission.. Early versions of this ground strap were prone to corrosion and failure, leading to a poor ground for the entire powertrain. This can cause numerous seemingly unrelated electrical issues, including TCM communication errors and fault codes.
• TCM Ground (2015+ 9-speed) — Ground G904A is located in the engine bay. The TCM itself is located in the left rear of the engine compartment.. A poor ground connection for the Transmission Control Module can cause erratic behavior, communication faults, and trigger a P0700 code.

Real Owner Repair Stories

• Reddit user on r/MechanicAdvice (2017 Dodge Grand Caravan (uses 62TE transmission, same as 2011-2014 Chrysler 200)) — Clunky, jerky shifting between R/N/D. Initially threw P0758 (Shift Solenoid B).
  ❌ Tried (didn't work) Transmission fluid & filter change., Replacing only the Torque Converter Clutch (TCC) solenoid.
  ✅ What actually fixed it Replacing the entire solenoid pack fixed the initial shifting issues and cleared the P0758 code. However, new codes P0735 (Incorrect Gear Ratio - Gear 5) and P0868 (Trans Fluid Pressure Low) appeared afterward. Topping off the transmission fluid to the correct level resolved these subsequent codes and fixed the new symptoms of high RPMs and failure to shift into 5th gear.
• NHTSA ODI #11705503 — An owner reported sudden Auto-Park engagement, hard shifting, and loss of gear engagement with code P0700 present. The issue reportedly began following an A/C compressor failure, creating a safety risk of sudden deceleration.
• NHTSA ODI #11252363 — A report describes a vehicle that would turn over but act as if it had no fuel; an OBD2 scanner detected P0700 along with P0340, P2066, and P0461, indicating multiple sensor circuit issues.

OEM Part Supersession History

• 5078709AB → 68376696AA — Updated design for the 62TE solenoid pack to improve reliability.
  Heads up: While 68376696AA is the recommended replacement, some vendors warn that remanufactured units using this part number may have issues with pressure sensors and suggest using them only for the solenoids themselves.
• 68376696AA → 68371508AB — Further revision of the 62TE solenoid pack.

Model Year Variations Within This Range

• 2011-2014: These models use the 62TE 6-speed automatic. P0700 is most commonly caused by a failed solenoid pack, which can be diagnosed with resistance tests at the case connector.
• 2015-2017: These models use the ZF 948TE 9-speed automatic. P0700 is frequently caused by software issues requiring a dealer reflash (TSB), a faulty valve body/TCM unit, or electrical issues like a bad ground strap.
• 2012-2013: Technical Service Bulletin 21-013-12 was released specifically for these model years (with the 3.6L engine) to reprogram the PCM for improved transmission shift quality.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• Excessive Oil Consumption (2.4L Tigershark Engine) 🔴 High — Common on 2015-2017 models with the 2.4L engine. Can manifest as early as 30,000-60,000 miles. Owners report consuming a quart of oil in as little as 1,000 miles. (Ref: Subject of a class-action lawsuit. FCA issued software updates to address the issue, but owner complaints persist.)
• Engine Stalling While Driving 🔴 High — Primarily affects 2015 models. Can happen intermittently without warning. (Ref: Recall NHTSA 15V-470 / FCA R24 was issued to replace a faulty power distribution center electrical connector that was the root cause.)
• Random Active Head Restraint (AHR) Deployment 🟠 Medium — Reported across 2011-2017 models. The plastic bracket holding the AHR can become brittle and break, causing the headrest to deploy without a collision. (Ref: Subject of many owner complaints and a class-action lawsuit. Not a formal recall for all years.)
• HVAC Blend Door / Actuator Failure 🟡 Low — Common across both generations. Presents as a clicking or clacking noise from the dashboard, often accompanied by an inability to control air temperature or direction on one side of the vehicle.
• Totally Integrated Power Module (TIPM) Failure 🟠 Medium — More common on the first generation (2011-2014). A faulty TIPM can cause a wide range of bizarre electrical issues, including no-start conditions, fuel pump issues, and random horn/light activation. (Ref: Subject of widespread complaints across many Chrysler/Dodge/Jeep vehicles of this era.)

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: A complete used transmission assembly from a low-mileage, verified-running donor vehicle can be a cost-effective alternative to a full rebuild, especially for the 9-speed 948TE where individual component replacement is complex and expensive.

Donor-vehicle mileage cap: roughly under 80000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• Check the color and smell of the transmission fluid from the donor vehicle. Dark, burnt-smelling fluid is a major red flag.
• If possible, get a vehicle history report for the donor car to check for reported accidents or maintenance history.
• Inspect the transmission case for cracks, damage, or signs of major leaks around seals and the pan.

OEM-only on this vehicle (don't cheap out):

• Valve Body / Mechatronic Unit (ZF 9-Speed): Due to the integration of the TCM and the need for precise software programming, using a new OEM part is highly recommended to avoid compatibility and performance issues.
• Transmission Control Module (TCM): For both transmission types, a new or professionally remanufactured and programmed OEM module is the safest bet to ensure proper function and communication.

Aftermarket brands forum-validated for this vehicle:

• Rostra (for 62TE Solenoid Pack): Often cited as a reliable aftermarket alternative to the Mopar part.

Brands owners have reported issues with on this vehicle:

• Unbranded/white-box solenoid packs: There are reports of cheap, non-OEM solenoid packs for the 62TE failing quickly or having faulty pressure sensors out of the box.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Related OBD-II Codes

• P0750 — Specific solenoid circuit code often found in the TCM alongside P0700 on 62TE transmissions when the solenoid pack fails.
• P0755 — Solenoid circuit fault code that triggers the P0700 MIL request in 2011-2014 models.

Frequently Asked Questions