P2764 on 2011-2017 Chrysler 200: TCC Solenoid Circuit Low Causes and Fixes

What's Unique About the 2011-2017 Chrysler 200

The 2011-2017 Chrysler 200 spans two generations with different transmissions. The first generation (2011-2014) primarily uses the 6-speed 62TE automatic, which is the main subject of multiple Technical Service Bulletins for this code. The P2764 issue on this platform is less about the Chrysler 200 model itself and more about the widespread issues with the 62TE transmission, which is shared across many Dodge, Chrysler, and Ram vehicles. 🎬 Watch: A breakdown of common 62TE transmission issues. The TSBs specifically note that code P2764 on these vehicles is a strong indicator of either a faulty TCC solenoid or a complete torque converter failure. The second generation (2015-2017) uses a 9-speed ZF transmission, which has its own set of known issues, but the 62TE is more commonly associated with this specific fault code and diagnostic path.

Diagnostic Flowchart

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

Generation note: The 2011-2017 range covers two Chrysler 200 generations. The first (2011-2014) used the 6-speed 62TE transmission, which is the focus of ATRA TSB #1648 and Mopar TSB #9004206 regarding this code. The second generation (2015-2017) used the 9-speed ZF 9HP48 transmission. While P2764 is a generic code, the most documented causes and fixes relate to the 62TE transmission in the earlier models.

Symptoms You May Notice

• Check Engine Light is on
• Transmission slipping, where engine RPMs rise without a corresponding increase in speed
• Harsh, erratic, or delayed gear shifts
• Vehicle jerking or shuddering, often described as driving over a 'rumble strip', especially during light acceleration or when shifting into higher gears
• Stalling when coming to a stop as the torque converter fails to unlock
• Decreased fuel economy
• Transmission may enter "limp mode," limiting available gears

Most Likely Causes

1. Torque Converter Failure 🔴 High Probability A manufacturer TSB (#9004206) and an ATRA TSB (#1648) explicitly state that if the TCC solenoid is functioning correctly, this code indicates a torque converter failure on vehicles with the 62TE transmission. The clutch material inside the converter wears out and contaminates the transmission fluid with debris, which can clog passages and damage the solenoids.
   How to confirm: After verifying the TCC solenoid and its circuit are good, a transmission specialist may use a scan tool to monitor TCC slip RPM. Excessive slip (e.g., 800+ RPM) under lock-up conditions points to the converter. Visibly dark, burnt, or metallic fluid is also a strong indicator.
   Typical fix: Replace the torque converter and perform a full transmission fluid flush to remove all debris. This is a major repair that requires removing the transmission.
   Est. part cost: $300-$700
2. Failed TCC Solenoid / Solenoid Pack 🔴 High Probability The solenoid pack on the 62TE transmission is a very common failure item. The TCC solenoid can fail electrically (creating the 'circuit low' condition) or mechanically by getting stuck from debris or wear.
   How to confirm: A technician can test the solenoid's resistance. For the 62TE, the TCC (EMCC) solenoid is tested between pin 10 (positive) and pin 4 (negative) on the main solenoid connector. The resistance should be between 4.8-5.2 Ohms at room temperature. A reading significantly outside this range indicates a failed solenoid.
   Typical fix: Replace the TCC solenoid, which is a separate component from the main solenoid pack on the 62TE. It is located on the valve body and accessible after removing the side pan.
   Est. part cost: $70-$150
3. Damaged Wiring or Connectors 🟡 Medium Probability The wiring harness leading to the transmission can be exposed to heat and debris, causing wires to fray, short, or connectors to corrode, leading to a low voltage signal.
   How to confirm: Visually inspect the wiring harness from the TCM to the transmission case connector. Check for continuity and voltage drops using a multimeter. A healthy circuit should show approximately 12V at the TCC solenoid connector with the ignition on.
   Typical fix: Repair the damaged section of the wiring harness or clean/replace the corroded connector.
   Est. part cost: $10-$100
4. Low or Dirty Transmission Fluid 🟡 Medium Probability
   How to confirm: Check the transmission fluid level and condition. The 62TE transmission requires ATF+4 fluid. Fluid that is dark, burnt-smelling, or contains visible metallic debris indicates a problem, often pointing to torque converter or clutch pack failure.
   Typical fix: Perform a transmission fluid and filter change. If the fluid is heavily contaminated, it is a symptom of a larger internal failure (like the torque converter) that must be addressed.
   Est. part cost: $50-$150
5. Faulty Transmission Control Module (TCM) ⚪ Low Probability
   How to confirm: This is typically diagnosed by exclusion. If the solenoid, wiring, and torque converter are all confirmed to be good, the TCM is the remaining possibility.
   Typical fix: Replace and reprogram the Transmission Control Module. The TCM is often integrated with the PCM (Powertrain Control Module) in these vehicles.
   Est. part cost: $200-$600

Diagnosis Steps

1. Check the transmission fluid level and condition. Ensure it is clean, full, and the correct type (ATF+4 for the 62TE). Note any burnt smell or metallic particles.
2. Use a professional OBD-II scanner to check for other related transmission codes, particularly P0740.
3. Inspect the transmission wiring harness and connectors for any visible damage, corrosion, or loose connections.
4. Following the guidance in ATRA TSB #1648, test the TCC solenoid's operation. Disconnect the main transmission harness and test the resistance between pin 10 and pin 4. It should be approximately 5 Ohms.
5. If the solenoid resistance is out of spec, it must be replaced.
6. If the solenoid and wiring test good, the TSB indicates the torque converter is the likely failure point. This should be confirmed by a professional, potentially by monitoring TCC slip RPM with a scan tool.
7. If the diagnosis points to the torque converter, the transmission must be removed for replacement.

Parts You'll Likely Need

• Torque Converter (OEM #R8063001AC (example remanufactured, verify by VIN)) — A Chrysler TSB identifies this as the primary failure part if the TCC solenoid is functioning correctly.
  Trusted brands: Mopar (Remanufactured), Luk, Precision Torque Converters
  OEM price range: $500-$800
  Aftermarket price range: $300-$500
• TCC Solenoid (EMCC) (OEM #05169313AB (supersedes 5169313AA)) — This solenoid is a common point of electrical failure or can become mechanically stuck, causing the P2764 code.
  Trusted brands: Mopar, Rostra, Dorman
  OEM price range: $70-$120
  Aftermarket price range: $40-$80
• Automatic Transmission Fluid (ATF+4) — Required for any repair that involves opening the transmission, such as replacing the solenoid or torque converter.
  Trusted brands: Mopar, Valvoline, Castrol
  OEM price range: $10-$15 per quart
  Aftermarket price range: $7-$12 per quart

Related Codes That Often Appear With This One

• P0740 — This code, "Torque Converter Clutch Circuit Malfunction," is often logged alongside P2764 because they both relate to the TCC system's electrical integrity and performance. The provided TSB specifically mentions both codes appearing together.

Technical Service Bulletins (TSBs) & Recalls

• Mopar Bulletin #9004206: Addresses jerking/slipping with codes P0740 or P2764, pointing to either the TCC solenoid or a torque converter failure in 62TE-equipped vehicles.
• ATRA Technical Bulletin #1648 (October 2014): Details a case of P2764 where the engine stalls in Drive due to a stuck TCC solenoid, and lists the recommended fix as replacing the solenoid.

Platform-Specific Known Issues

• A Chrysler Technical Service Bulletin (TSB #9004206) for all vehicles with the 62TE transmission states: "If vehicle is jerking/slipping with MIL code(s) P0740 or P2764, check TCC Solenoid operation. If TCC Solenoid is ok, the codes are indicative of a torque converter failure. Replace the torque converter."
• ATRA Technical Bulletin #1648 describes a scenario where a vehicle with a 62TE transmission sets a P2764 code and stalls when put into Drive but not Reverse. This is caused by the TCC solenoid being mechanically stuck on. The bulletin recommends replacing the TCC solenoid (Part # 5169313AA).

Mechanic-Grade Diagnostic Values

• TCC (EMCC) VFS Solenoid Resistance — expected: 4.8 - 5.1 Ohms at ~70°F. Failure: A reading outside this range indicates an electrical failure in the solenoid.
• Voltage at TCC Solenoid Connector — expected: Approximately 12V (+/- 0.5V) with ignition on. Failure: Voltage below 9V confirms the 'Circuit Low' condition reported by the code.
• Shift Solenoid Resistance (LR, UD, LC, OD, DC, 2/4) — expected: 1.6 - 1.8 Ohms at ~70°F. Failure: A reading significantly different from the others can indicate a failing solenoid in the pack, even if it's not the direct cause of P2764.

Scan Tool Commands That Help

• wiTECH (Chrysler Dealer Tool): Quick Learn — After replacing the valve body, solenoid pack, or entire transmission, this procedure is required to allow the TCM to learn the new components' hydraulic characteristics.
• wiTECH (Chrysler Dealer Tool): Clear VLP Counters — After a transmission repair or PCM flash, the Variable Line Pressure (VLP) counters must be cleared from the PCM's miscellaneous functions menu.
• Professional Scan Tool (e.g., PicoScope): Solenoid Current Draw Analysis — To diagnose an intermittent short in a solenoid that may pass a static resistance test. By graphing the current while commanding the solenoid on, a technician can spot an excessive current spike that indicates an internal short.

Wiring & Ground Locations

• Transmission Main Connector (Solenoid Side) — On the transmission solenoid pack, accessible after removing the front splash shield and transmission side pan.. This is the primary test point. Pin 10 is the power feed from the transmission control relay. The TCC solenoid control wire is at Pin 3, and the 5V supply is at Pin 4. Testing resistance and voltage here is a key diagnostic step.
• G300 — Under the driver's seat, on the floor pan.. This is a major body ground point. While not directly for the transmission, poor grounds can cause floating voltages and erratic behavior in various modules, including the PCM/TCM.
• G105 / G308 — G105 is on the right side of the engine compartment; G308 is at the right rear of the engine.. These are primary engine compartment grounds. A loose or corroded ground strap at these locations can cause a variety of electrical issues, including problems with the PCM/TCM which controls the transmission.

Real Owner Repair Stories

• ATRA Technical Bulletin #1648 (Chrysler vehicle with 62TE transmission (specific model not named)) — Vehicle was towed in. After a long trip, the engine would die every time the transmission was put into Drive, but not in Reverse.
  ❌ Tried (didn't work) The bulletin focuses directly on the cause, not on failed attempts.
  ✅ What actually fixed it The cause was identified as the TCC (EMCC) solenoid being mechanically stuck in the 'ON' position, keeping the torque converter locked at a stop. The confirmed fix was to replace the TCC solenoid (Part # 5169313AA).
• YouTube Commenter on MotorCity Mechanic video (Customer car with 62TE transmission and a TCC Solenoid error code.) — Check engine light with a TCC solenoid error (likely P0740 or P2764).
  ❌ Tried (didn't work) Replacing the torque converter and front pump based on advice that the solenoid is rarely the true cause.
  ✅ What actually fixed it After replacing the torque converter and pump, the problem (slipping) persisted. The actual root cause was the TCC solenoid itself. The commenter advises others to 'START WITH THE SOLENOID' as it is a much cheaper and less labor-intensive repair.

OEM Part Supersession History

• 5169313AA → 05169313AB — Standard part revision and improvement by the manufacturer.
  Heads up: The new part number (05169313AB) is the correct and current replacement for the original. They are interchangeable.

Model Year Variations Within This Range

• 2011-2014: These models exclusively use the 6-speed 62TE automatic transmission, which is the primary subject of TSBs and known issues related to code P2764.
• 2015-2017: These second-generation models use the 9-speed ZF 9HP48 transmission. While P2764 is a generic code that could theoretically appear, the common causes, diagnostic procedures, and parts discussed for the 62TE do not apply to these later models.