P0740 on 2011-2017 Chrysler 200: Torque Converter Clutch Circuit Fixes

What's Unique About the 2011-2017 Chrysler 200

The 2011-2017 Chrysler 200 spans two distinct generations with different transmissions, which is critical for diagnosing P0740. The first generation (2011-2014) primarily uses the 6-speed 62TE automatic transmission. For these models, a manufacturer Technical Service Bulletin (TSB) and extensive mechanic experience indicate that P0740 is highly indicative of an internal torque converter failure due to worn clutch material, even though the code definition points to an electrical circuit. 🎬 Watch: Why you shouldn't just replace the solenoid for this code. The second generation (2015-2017) uses a 9-speed ZF 948TE automatic transmission, which has its own set of potential issues, including software glitches, internal snap ring problems, and valve body issues.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Generation note: Yes, this range covers two generations. The 1st gen (2011-2014) used a 4-speed or 6-speed (62TE) automatic transmission. The 2nd gen (2015-2017) introduced a 9-speed automatic (948TE). The provided TSB #9004206 specifically applies to the 62TE transmission, making torque converter failure a primary suspect for 2011-2014 models. The 9-speed has its own TSBs, such as 21-031-18 REV. A, which addresses TCM software updates for shift enhancements and other DTCs.

Symptoms You May Notice

• Check Engine Light is on
• Vehicle shudders or vibrates at highway speeds (especially around 45-50 mph when lock-up is commanded).
• Engine RPMs are higher than usual at a steady cruise
• Reduced fuel economy
• Stalling when coming to a stop (less common, but possible if the TCC solenoid sticks on)
• Harsh or delayed shifts
• Transmission overheating warning light (in severe cases)

Most Likely Causes

1. Failed Torque Converter 🔴 High Probability For 2011-2014 models with the 62TE transmission, TSB #9004206 explicitly states that if the TCC solenoid is functional, code P0740 indicates torque converter failure. The internal clutch friction material wears out, contaminating the fluid and preventing a successful lock-up. This is a widely documented failure mode for this transmission across multiple vehicle platforms.
   How to confirm: After verifying the TCC solenoid and wiring are good, a professional diagnosis with a scan tool monitoring commanded vs. actual TCC slip is needed. If slip is high (e.g., greater than 100 RPM) when lock-up is commanded, the converter is bad. Excessive clutch material (a fine, dark gray sludge) on the transmission pan magnet is also a strong indicator.
   Typical fix: Replace the torque converter. This requires removing the transmission. It is also recommended to flush the transmission cooler and inspect the front pump seals.
   Est. part cost: $200-$500
2. Faulty Torque Converter Clutch (TCC) Solenoid / Solenoid Pack 🟡 Medium Probability The TCC solenoid (often part of the main solenoid pack on the 62TE) is an electro-hydraulic part that can fail. However, it is often misdiagnosed as the root cause for P0740 when the torque converter itself is the real problem. For the 9-speed, solenoid issues are a more distinct possibility.
   How to confirm: A technician can test the solenoid's resistance with a multimeter and command it on/off with a capable scan tool to check for operation. This requires accessing the solenoid pack, which is on the front of the 62TE transmission behind a side cover.
   Typical fix: Replace the TCC solenoid or the entire solenoid pack. On the 62TE, this can be done without removing the transmission, but it is still a significant job.
   Est. part cost: $60-$150
3. Low or Contaminated Transmission Fluid 🟡 Medium Probability Low fluid levels or fluid that is old and full of clutch material can prevent the hydraulic pressure needed to operate the TCC solenoid and lock up the converter. Worn-out fluid loses its frictional properties, contributing to the problem.
   How to confirm: Check the transmission fluid level and condition. On many of these vehicles, this must be done by a shop as there is no dipstick. Fluid should be red and clear (for Mopar ATF+4), not dark brown, black, or burnt-smelling.
   Typical fix: Perform a transmission fluid and filter change using the correct fluid type (e.g., Mopar ATF+4 for the 62TE). This is often a first step but may not be a permanent fix if mechanical parts are already worn.
   Est. part cost: $100-$250
4. Wiring or Connector Issues ⚪ Low Probability The wiring harness to the transmission can become damaged from heat, vibration, or road debris, causing an open or short in the TCC solenoid circuit. This can sometimes happen after a transmission replacement if the harness is not routed correctly or if pins in the main connector get corroded.
   How to confirm: Visually inspect the external wiring harness. A technician will need to perform a continuity test from the TCM connector to the transmission connector to check the internal harness.
   Typical fix: Repair the damaged section of the wiring harness or clean/replace the connector.
   Est. part cost: $10-$100

Rare But Worth Checking

• Faulty Transmission Control Module (TCM): A TCM failure is rare but possible. It should only be considered after all other possibilities, including wiring, solenoids, and mechanical parts, have been thoroughly ruled out.
• Internal C-Clutch Snap Ring (2015-2017 models): On the 9-speed ZF transmission, TSB 21-008-15 Rev. A describes an issue with a C-Clutch snap ring that can cause poor shift quality and potentially related codes. While not a direct cause for P0740, it represents a known internal mechanical issue for this specific transmission.

Diagnosis Steps

1. Check the transmission fluid level and condition. Ensure it is clean, full, and of the correct type (ATF+4 for 62TE).
2. Use an advanced scan tool to monitor the live data for the Torque Converter Clutch, including commanded state and actual slip RPM. High slip when lockup is commanded points to a mechanical/hydraulic issue.
3. Inspect the external transmission wiring harness and connectors for any visible damage, corrosion, or loose connections.
4. If wiring is intact, test the resistance of the TCC solenoid circuit to see if it is within the manufacturer's specifications.
5. If the solenoid and wiring test good, but the converter fails to lock up with significant slip RPM shown on the scan tool, the problem is an internal mechanical failure of the torque converter itself.
6. For 2015-2017 models with the 9-speed transmission, check for any available TCM software updates and relevant TSBs (like 21-031-18) with a dealer or qualified shop using the wiTECH scan tool.

Parts You'll Likely Need

• Torque Converter (OEM #68039261AC (example, verify by VIN)) — Per TSB #9004206 and common mechanic experience, this is the most frequent cause of P0740 on the 62TE transmission (2011-2014 models). The internal clutch fails.
  Trusted brands: Mopar, Dacco, Transtar
  OEM price range: $400-$600
  Aftermarket price range: $200-$400
• Transmission Solenoid Module (Solenoid Pack) (OEM #68371508AB (supercedes 5078709AA, 5078709AB, etc.)) — This pack contains the TCC solenoid. It's a possible but less likely cause on the 62TE. It's often replaced as a 'what-if' during a torque converter job or if electrical tests specifically condemn it.
  Trusted brands: Mopar, Rostra
  OEM price range: $400-$500
  Aftermarket price range: $150-$250
• Automatic Transmission Fluid (ATF+4) (OEM #68218057AC (quart), 68218058AC (gallon)) — Any internal transmission service, including solenoid or converter replacement, will require replacing the fluid. Using the specified ATF+4 is critical for Chrysler transmissions.
  Trusted brands: Mopar, Valvoline, Castrol
  OEM price range: $12-$18 per quart
  Aftermarket price range: $8-$12 per quart

Related Codes That Often Appear With This One

• P2764 — This code for 'Torque Converter Clutch Pressure Control Solenoid Control Circuit Low' often appears with P0740, as mentioned in TSB #9004206, pointing towards the same set of potential issues (solenoid or torque converter).
• P0700 — This is a generic transmission fault code that simply indicates the TCM has stored a fault. It will almost always be present alongside a more specific code like P0740.

Technical Service Bulletins (TSBs) & Recalls

• 9004206: States that for 62TE equipped vehicles, P0740 is indicative of a torque converter failure if the TCC solenoid is operating correctly.
• 21-008-15 Rev. A: Applies to 2015 Chrysler 200 models with the 9-speed transmission. Involves replacing the C-Clutch snap ring to address shift quality issues.

Platform-Specific Known Issues

• On 2011-2014 models with the 62TE transmission, Chrysler issued TSB #9004206 which states that if the vehicle jerks or slips and sets code P0740 or P2764, and the TCC solenoid operation checks out, the torque converter has failed and must be replaced.

Mechanic-Grade Diagnostic Values

• TCC Solenoid Resistance (62TE Transmission) — expected: The TCC solenoid is part of the larger solenoid pack and is not typically measured individually. However, other solenoids in the pack provide a baseline. Shift solenoids should measure 1.6-1.8 Ohms.. Failure: A reading that is significantly higher, lower, or open (OL) compared to other similar solenoids in the pack indicates a failure.
• Line Pressure Solenoid Resistance (62TE Transmission) — expected: 4.8-5.1 Ohms when tested between pin 10 and pin 12 of the solenoid pack connector.. Failure: A reading outside of this range indicates a faulty line pressure solenoid.
• Clutch Volume Index (CVI) - Advanced Scan Tool Data — expected: Low-Reverse: 16-63; 2-4: 16-54; OD: 42-143; UD: 26-74; LC: 16-25; DC: 26-34.. Failure: A value outside of the normal range for a specific clutch pack can indicate internal wear or hydraulic issues.
• TCC Slip RPM (Live Scan Tool Data) — expected: Near 0 RPM when the TCC is commanded to lock.. Failure: A slip of more than 100 RPM for 10 seconds or more when lock-up is commanded is a failure condition that will set the code.

Scan Tool Commands That Help

• wiTECH (Chrysler Dealer Tool): Reset Adaptive Values — This function should be used after replacing a transmission, valve body, or solenoid pack to clear the learned shift adaptations.
• wiTECH (Chrysler Dealer Tool): Quick Learn — This procedure must be performed after clearing adaptive values or replacing major transmission components to allow the TCM to learn new clutch fill volumes and timings. It is a required step to ensure proper shift quality.
• wiTECH (Chrysler Dealer Tool): TCM Reprogramming/Flash — For 2015-2017 models with the 9-speed transmission, several TSBs exist to update the TCM software. This can fix shift quality issues, improve diagnostic logic, and in some cases, resolve specific DTCs.

Wiring & Ground Locations

• Transmission Main Connector (62TE) — The main electrical connector on the front of the 62TE transmission, connecting the vehicle harness to the internal solenoid pack/harness.. The TCC solenoid control signal passes through this connector. Pin 3 is the TCC VFS (Variable Force Solenoid) control wire. Pin 10 is the main power feed from the transmission control relay. Testing for continuity and voltage at these pins is a key diagnostic step.
• Transmission Ground Strap — A braided ground strap typically connected from the transmission bell housing to the vehicle's chassis or engine block.. A poor or missing ground can cause a wide range of electrical issues, including erratic solenoid behavior and incorrect sensor readings, potentially leading to a P0740 code. This is sometimes missed or improperly reinstalled after major engine or transmission work.
• G306 / G309 — G306 is located in the right kick panel. G309 is on the left side of the engine compartment.. These are major ground points for various vehicle systems. While not directly for the transmission circuit, a fault at a major ground can introduce electrical noise and problems throughout the vehicle.

Real Owner Repair Stories

• Reddit user in r/MechanicAdvice (2016 Chrysler Town & Country (uses same 62TE transmission)) — Check Engine Light with code P0740 returned after a used transmission was installed. The vehicle drove and shifted normally with no shudder or slipping.
  ❌ Tried (didn't work) Clearing the code would work temporarily, but it would always return. Fluid level was correct.
  ✅ What actually fixed it The user did not post a final fix, but the discussion centered on checking wiring, connectors, and grounds before assuming the replacement transmission's torque converter was also bad. This highlights a common scenario where P0740 appears post-repair due to harness issues.

OEM Part Supersession History

• 05169313AA → Not specified, but this is a known part number for the individual TCC solenoid. — The individual TCC solenoid for the 62TE is available separately from the main solenoid pack.
  Heads up: While the TCC solenoid can be replaced individually, it is often recommended to replace the entire solenoid pack (PN 68371508AB) as other solenoids may be near the end of their service life. The individual solenoid bolts directly to the valve body and is not physically part of the main pack assembly.

Model Year Variations Within This Range

• 2011-2014: These models primarily use the 6-speed 62TE transmission. Diagnosis for P0740 on these years should heavily favor the torque converter as the primary suspect per TSB #9004206.
• 2015-2017: These models use the 9-speed ZF 948TE transmission. P0740 on these vehicles is less likely to be the torque converter and more likely related to software, valve body issues, or other internal hydraulic/mechanical faults. Checking for TCM software updates via TSBs (e.g., 21-031-18) is a critical first step.