P0700 on Dodge

The 62TE 6-speed automatic suffers from solenoid pack failures, valve body issues, and hydraulic pump wear. Hard shifting, slipping, limp mode, and complete failure are common. The 6-speed is more problematic than the older 4-speed it replaced.

The Jatco CVT has an inherent overheating design flaw, especially during extended highway driving. Expected CVT lifespan only ~75,000 miles. ATF aeration compounds problems. Transmission shutdown can occur during highway driving in hot weather, leaving vehicle stranded.

The ZF 8HP45/8HP70 8-speed automatic suffers from harsh downshifts (especially 2nd to 1st), rough upshifts with RPM spikes, and clunking when cold. Ferrous or aluminum debris in 3-4 shift pressure valves is the primary failure point. Valve body is the most common component needing replacement.

The ZF 8HP 8-speed automatic transmission can develop harsh shifts, hesitation, or clunking when shifting gears. While generally reliable, some units experience valve body issues or adaptive learning problems that cause shift quality complaints.

The 42RLE 4-speed automatic in V6 Chargers suffers from solenoid failures and corrosion in the 10-pin solenoid harness connector. Causes slipping, harsh shifts, limp mode, and P0750/P0755/P0760/P0765 codes. Cup plug for park pawl anchor shaft can fail (recall).

The Mercedes-derived W5A580/NAG1 5-speed automatic in V8 Chargers suffers from water intrusion past the transmission oil fill tube/dipstick seal. Water contamination causes TCC to stick/slip, erratic shifting, and eventual internal damage. Gearshift cable recall issued for 20,100 vehicles.

Design flaw allows ATF to be expelled from fill tube during normal driving onto hot exhaust system, creating a fire risk. NHTSA recall issued for affected vehicles.

The 42RE (4-speed) and 45RFE/545RFE (5-speed) automatic transmissions in the Dakota suffer from overdrive solenoid failures. The overdrive solenoid sticks or fails electrically, preventing the transmission from engaging overdrive or causing it to drop out of overdrive unexpectedly. This increases highway fuel consumption and engine RPM. The issue is exacerbated by old, contaminated transmission fluid.

The Marelli-designed C635 DDCT in 1.4L Turbo Darts has fundamental durability issues. The 2-4 position sensor in the hydraulic shift actuator fails, causing Service Transmission warnings, inability to shift, and jerky operation. Individual sensors not sold separately - entire actuator assembly must be replaced.

The 2.4L Dart paired with the Aisin 6-speed automatic experiences TCM failures that cause erratic shifting, failure to shift, and limp mode. The TCM mounted on the transmission is exposed to heat and vibration, leading to internal circuit board failures. Unlike the DDCT issues on 1.4T models, this affects the conventional automatic transmission.

The ZF 8HP 8-speed automatic can experience harsh shifts, hesitation, or clunking, particularly when cold or during low-speed maneuvers. While generally reliable, some owners report shift quality concerns.

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

The transmission cooler lines that connect to the integral transmission cooler in the radiator develop leaks at the quick-connect fittings and at the rubber-to-metal transition points. The factory quick-connect fittings become brittle and crack, and the rubber hose sections deteriorate from heat exposure. Slow ATF loss goes unnoticed until the transmission begins slipping or overheating. This is a leading cause of 62TE transmission failures in the Grand Caravan.

The 9-speed automatic in 2023 GT models has calibration issues inherited from the Alfa Romeo Tonale platform. Hesitation, delayed upshifts, shuddering, and harsh downshifts. For 2024+, Dodge switched to the ZF 8-speed which is significantly improved.

The 42LE (1993-1997) and 42RLE (1998-2004) 4-speed automatic transmissions in the Intrepid are prone to premature failure, including solenoid pack issues, torque converter lockup failure, and internal clutch pack wear. The transmission often develops harsh shifting, slipping, and eventually limp mode. The solenoid pack is the most common failure point and is accessible through the oil pan without removing the transmission. Late model 42RLE units are somewhat improved but still problematic.

The 42LE (A606) automatic transmission solenoid pack develops electrical failures causing harsh shifts, stuck in gear, or limp mode (locked in 2nd gear). The solenoid pack is an all-in-one unit that must be replaced as an assembly.

The 62TE 6-speed automatic experiences solenoid pack failures and worn sealing rings. Slips during 1-2 or 2-3 shift, delayed engagement, unexpectedly shifts to neutral. Enters "limp mode" locking in 3rd gear.

The 42RLE 4-speed automatic suffers from solenoid pack failures and corrosion in the 10-pin connector. Same issues as Charger V6 42RLE. Causes slipping, harsh shifts, and limp mode.

The 46RE (V8 gas) and 47RE (diesel) 4-speed automatic transmissions in Ram 1500 trucks are prone to premature failure, particularly the overdrive unit, governor pressure solenoid, and torque converter lockup. These transmissions are based on the venerable A727/A518 Torqueflite design but the electronic overdrive components are the weak link. Transmission slipping, harsh shifts, and stuck-in-gear conditions are common, especially in towing applications. Overheating is the primary cause of failure.

The 47RE (1994-2003) and 48RE (2003-2007) 4-speed automatic transmissions are the weak link in Cummins-powered Ram 2500 trucks. The factory transmissions were not designed to handle the massive torque output of the Cummins diesel, especially when tuned or used for heavy towing. Overdrive clutch pack failure, torque converter lockup issues, and governor pressure solenoid failures are the most common problems. Overheating is the primary killer, particularly during towing in hot weather or hilly terrain.

The A518 (renamed 46RH, then 46RE) 4-speed automatic transmission in Ram Vans suffers from overdrive clutch pack failure, particularly under heavy loads or when used for towing. The Van's aerodynamic profile and heavy weight put more stress on the overdrive unit than truck applications. Symptoms include loss of overdrive, harsh 3-4 shift, and transmission overheating. The 46RE (electronic) version also suffers governor pressure solenoid failures causing erratic shifting. Overheating is accelerated in vans due to poor airflow to the transmission cooler.

The 3-speed A413 (TorqueFlite) and 4-speed A604 (Ultradrive) automatic transmissions in the Shadow are both prone to failure, but the A604 is significantly worse. The A604 was Chrysler's first electronically controlled automatic transmission and suffered from numerous reliability issues including solenoid failures, premature clutch pack wear, and TCM (Transmission Control Module) problems. The A413 is more robust but still develops torque converter and front pump issues at higher mileage. The A604 earned a terrible reputation and was one of the least reliable transmissions of its era.

The Spirit's A604 (41TE) automatic transmission shares the same premature failure issues as other Chrysler vehicles of the era. The solenoid pack and internal seals deteriorate, causing limp mode, harsh shifts, and eventual transmission failure.

The 41TE (1st gen) and 42RLE (2nd gen) automatic transmissions in the Stratus suffer from solenoid pack failures that cause harsh shifting, delayed engagement, and limp mode. The solenoid pack contains the shift solenoids, torque converter clutch solenoid, and pressure control solenoid. Electrical connector corrosion is a common contributing factor. The solenoid pack is accessible through the oil pan without removing the transmission, making it a relatively affordable repair compared to a full transmission rebuild.