P2764 on 2009-2016 Dodge Journey: TCC Solenoid and Torque Converter Guide

What's Unique About the 2009-2016 Dodge JOURNEY

For the Dodge Journey equipped with the 62TE transmission, this code has a very specific diagnostic path outlined by the manufacturer. While a faulty solenoid pack is a common cause, a Technical Service Bulletin (TSB #9004206) directly states that if the TCC solenoid's operation checks out, code P2764 is a strong indicator of a complete torque converter failure. This makes proper diagnosis critical to avoid replacing the wrong, expensive component. Another bulletin, ATRA #1648, describes a classic symptom where a stuck TCC solenoid causes the engine to stall when shifting into Drive but not Reverse, directly linking it to P2764.

Diagnostic Flowchart

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

Generation note: The 2009-2016 year range covers the first generation of the Dodge Journey. However, a major facelift occurred in 2011, which included the widespread adoption of the 62TE six-speed automatic transmission paired with the new 3.6L Pentastar V6 engine. While the code is relevant to any Journey with the 62TE, it is most commonly associated with the 2011 and newer models which feature this transmission.

Symptoms You May Notice

• Check Engine Light is on
• Vehicle shudders or vibrates, especially during acceleration or when the torque converter should be locking up.
• Transmission slipping between gears or engine RPMs rising without an increase in speed.
• Harsh, clunky, or erratic shifting.
• Engine stalling or developing a rough idle when coming to a stop after highway driving.
• Decreased fuel economy.
• Transmission overheating warning light may illuminate, sometimes accompanied by a burning smell.
• Vehicle may refuse to shift into higher gears or enter a failsafe "limp mode".

Most Likely Causes

1. Failed Torque Converter Clutch (TCC) Solenoid / Solenoid Pack 🔴 High Probability The TCC solenoid is a common failure point within the 62TE transmission's solenoid pack. It is an electronic component that wears out over time or can get stuck due to contaminated fluid.
   How to confirm: A technician can use a bidirectional scan tool to command the TCC solenoid on and off while monitoring voltage. The solenoid pack can also be tested with a multimeter by checking resistance values at the main transmission connector. For the 62TE, the Line Pressure Solenoid (which includes the TCC function) should have a resistance of approximately 4.8-5.1 Ohms at 70°F. The TCC VFS control circuit is pin 3 on the main connector.
   Typical fix: Replace the entire transmission solenoid pack, which is located inside the side pan of the transmission. The updated Mopar part is often recommended.
   Est. part cost: $150-$300
2. Failed Torque Converter 🔴 High Probability Manufacturer TSB #9004206 explicitly states that if the TCC solenoid is not at fault, this code points to torque converter failure on 62TE-equipped vehicles. Internal clutch material can fail, causing shuddering and contaminating the fluid.
   How to confirm: After confirming the TCC solenoid and its circuit are working correctly, the diagnosis points to the torque converter itself. Symptoms like a 'washboard' shudder, stalling, and metallic debris in the transmission fluid are strong indicators. A transmission specialist may perform a stall speed test or analyze fluid for clutch material.
   Typical fix: The transmission must be removed from the vehicle to replace the torque converter.
   Est. part cost: $300-$600
3. Low or Contaminated Transmission Fluid (ATF) 🟡 Medium Probability Dirty or low fluid can cause solenoids to stick or operate incorrectly and can lead to overheating, which damages internal components like the torque converter clutch. The 62TE is sensitive to fluid type and level.
   How to confirm: Check the transmission fluid level and condition. The fluid should be red and clear, not brown, black, or containing metal particles. The Dodge Journey does not have a traditional dipstick; checking the level requires a special tool and a specific temperature procedure. In some cases, simply correcting a low fluid level has resolved shifting issues and cleared codes.
   Typical fix: Perform a transmission fluid and filter change using the correct Mopar ATF+4 fluid. If the fluid is heavily contaminated, it may be a sign of a larger internal failure (like the torque converter).
   Est. part cost: $100-$200
4. Damaged Wiring or Connectors ⚪ Low Probability The wiring harness leading to the transmission can be damaged by road debris, heat, or corrosion, causing a short or open circuit.
   How to confirm: Visually inspect the wiring harness going to the transmission's main connector. Use a multimeter to check for continuity and proper voltage at the connector pins leading to the TCC solenoid (Pin 3). Check for corrosion inside the connector itself.
   Typical fix: Repair or replace the damaged section of the wiring harness or clean/replace the connector.
   Est. part cost: $50-$250

Rare But Worth Checking

• Faulty Powertrain Control Module (PCM) or Transmission Control Module (TCM): This is very rare and should only be considered after all other possibilities (solenoid, torque converter, wiring, fluid) have been definitively ruled out. A faulty module can send incorrect voltage signals.

Diagnosis Steps

1. Check and verify the transmission fluid level and condition. This is a critical first step for the 62TE. Ensure it is clean, at the proper level (using the correct procedure), and is Mopar ATF+4.
2. Use an OBD-II scanner to check for any other transmission-related codes, such as P0740 or P0868.
3. Perform a visual inspection of the transmission wiring harness and main connector for any signs of damage, corrosion, or loose connections.
4. Using a bidirectional scan tool, command the TCC solenoid on and off to check its response and monitor circuit voltage.
5. Test the resistance of the TCC solenoid circuit using a multimeter. At the transmission connector, check between the appropriate pin (Pin 3 for TCC VFS control) and ground. Compare the reading to the specification (approx. 4.8-5.1 Ohms).
6. If the solenoid and wiring test good, follow the guidance of TSB #9004206 and diagnose the torque converter for internal failure. This is the most likely next step.
7. If the solenoid pack is confirmed to be faulty, remove the transmission side pan to access and replace it.
8. If the torque converter is condemned, the transmission must be removed for replacement.

Parts You'll Likely Need

• Transmission Solenoid Pack (OEM #68376696AA (Supersedes 68029389AA, 05078709AB)) — This is the most common electrical component to fail and cause the P2764 code. The TCC solenoid is integrated into this pack.
  Trusted brands: Mopar
  OEM price range: $200-$400
  Aftermarket price range: $150-$250
• Torque Converter (OEM #04753534AD (V6 models, check VIN for exact fitment)) — Per TSB #9004206, this is the likely point of failure if the solenoid and its circuit are functioning correctly.
  Trusted brands: Mopar, LuK, Transtar
  OEM price range: $400-$600
  Aftermarket price range: $250-$450
• Mopar ATF+4 Automatic Transmission Fluid (OEM #68218057AC (Quart), 68218058AC (Gallon)) — The correct fluid is required any time the transmission is serviced. Using the wrong fluid type can cause shifting problems and damage on the 62TE.
  Trusted brands: Mopar, Valvoline, Castrol
  OEM price range: $10-$15 per quart
  Aftermarket price range: $8-$12 per quart

Related Codes That Often Appear With This One

• P0740 — This code also relates to the Torque Converter Clutch Circuit. TSB #9004206 mentions P2764 and P0740 together as indicators of a potential torque converter failure.
• P0868 — This code indicates low transmission fluid pressure. It can be a cause or a result of the P2764 issue, as low pressure affects solenoid and converter operation. One owner reported this code appeared alongside others when the fluid was low.

Technical Service Bulletins (TSBs) & Recalls

• Bulletin #9004206: Notes that if the TCC solenoid is okay, codes P2764 or P0740 indicate a torque converter failure.
• ATRA Bulletin #1648: Links P2764 to a TCC solenoid that is stuck on, causing the engine to stall in Drive.

Platform-Specific Known Issues

• A Technical Service Bulletin (TSB #9004206) for all 62TE equipped vehicles 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. 5. There…"

Mechanic-Grade Diagnostic Values

• TCC Variable Force Solenoid (VFS) resistance — expected: ~5.2 Ohms at 70°F. Failure: A reading significantly higher or lower than the specification, or an open/short circuit.
• TCC solenoid circuit voltage at connector — expected: Approximately 12V (+/- 0.5V) with key on, engine off.. Failure: A reading below 9V indicates a low-voltage condition triggering the code.
• Solenoid circuit ground path resistance — expected: Below 0.1 Ω. Failure: Values above 0.1 Ω suggest a poor ground connection that needs to be cleaned or repaired.

Scan Tool Commands That Help

• Chrysler wiTECH or equivalent high-end scanner: Quick Learn — After replacing the solenoid pack, valve body, or even after disconnecting the battery. This procedure resets and relearns the transmission shift adapts to ensure smooth shifting and prevent harsh engagement. The path is typically: Control Unit > Powertrain > Engine Control > Special Function > Quick Learn 62TE.
• Bidirectional Scan Tool: TCC Solenoid Actuation Test — During diagnosis to command the TCC solenoid on and off while monitoring circuit voltage with a multimeter. This helps determine if the solenoid is responding to commands from the TCM.

Wiring & Ground Locations

• Transmission Main Connector (C1) — On the front of the 62TE transmission, where the main vehicle harness connects to the transmission.. This is the primary test point for the TCC solenoid circuit. Pin 3 is the TCC VFS control wire from the TCM.
• Main Battery Ground Stud — On the driver's side strut tower in the engine bay.. This is the central grounding point for the vehicle's electrical system. Corrosion or looseness here can cause widespread issues, including low voltage faults like P2764. The ground system on the Journey is noted by owners as a weak point.
• Forward Body Ground Post (Passenger Side) — On the passenger side frame rail, just in front of the ABS module connector and behind the coolant reservoir.. Owners have found loose or disconnected ground wires at this location, which can contribute to intermittent electrical faults. Ensuring all grounds are secure is a key diagnostic step.

Real Owner Repair Stories

• YouTube channel 'CarboNS DIY Garage' (2015 Dodge Grand Caravan with 3.6L Pentastar and 62TE transmission (identical powertrain to many Journeys)) — Vehicle would chug slightly when braking to a stop when warm, and then stall completely at the stoplight. No trouble codes were present.
  ❌ Tried (didn't work) Initial diagnosis was difficult due to the lack of any stored trouble codes.
  ✅ What actually fixed it The owner replaced the individual Torque Converter Clutch (TCC) solenoid (Mopar part 5169313AA). This solenoid was accessible after removing the battery, battery tray, and a front transmission cover. The repair completely resolved the stalling issue.

OEM Part Supersession History

• 68029389AA, 05078709AB → 68376696AA — Updated design to improve reliability and address common failure points.
  Heads up: This part number is for the entire solenoid block/pack assembly.
• N/A → 5169313AA — This is the individual TCC/Lockup Solenoid (VFS).
  Heads up: For the 62TE, the TCC VFS solenoid is a separate component that bolts to the valve body and is not part of the main solenoid pack. If diagnosis points specifically to the TCC solenoid circuit, replacing only this part may be possible instead of the entire pack.

Model Year Variations Within This Range

• 2009-2010 vs 2011-2016: While all V6 models in this range use the 62TE transmission, the 2009-2010 models paired it with a 3.5L V6, while 2011+ models used the 3.6L Pentastar V6. This results in different TCM software calibrations and potentially different torque converter specifications to match the engine's powerband.