P0700 on 2001-2010 Chrysler PT Cruiser: Transmission Fault Causes and Fixes

What's Unique About the 2001-2010 Chrysler PT Cruiser

The Chrysler PT Cruiser uses the A604 (also known as 41TE or 40TE for 4-cylinder models after 2003) automatic transmission, a workhorse that has been around for decades. While generally reliable after early issues were sorted out, its most common failure points with age are electronic, not mechanical. The input and output speed sensors are notoriously common failure items on this platform, often causing the P0700 code and putting the car into 'limp mode.' This is a well-documented issue that most PT Cruiser owners will eventually encounter. Fortunately, these sensors are inexpensive and relatively easy to replace, accessible from the top of the engine bay after removing the air filter housing.

Symptoms You May Notice

• Check Engine Light is on
• Transmission is stuck in second gear ('limp mode')
• Harsh or erratic shifting
• Speedometer works erratically or not at all (specifically for a bad output speed sensor)
• Vehicle hesitates or feels sluggish
• Cruise control may not work

Most Likely Causes

1. Failed Output Speed Sensor (OSS) 🔴 High Probability This is a very common failure point on the 41TE transmission due to age and heat cycles. It's often the first part to check. The sensor is a plastic part threaded into the transmission case and is exposed to significant heat.
   How to confirm: Scan for codes. A P0720 code will almost always be present alongside the P0700. An erratic or dead speedometer is another key indicator. You can test the sensor and wiring, but given the low cost of the part, replacement is often the most efficient diagnostic step.
   Typical fix: Replace the output speed sensor. It is located on the front of the transmission, accessible from the top of the engine bay after removing the air filter housing. It is held in by a single bolt and has a simple electrical connector. A 1-inch deep socket is typically used for removal. 🎬 Watch: How to locate and replace the output speed sensor.
   Est. part cost: $20-$50
2. Failed Input Speed Sensor (ISS) 🔴 High Probability Like the OSS, the ISS is a common electronic failure point on this transmission due to the same heat and age-related reasons.
   How to confirm: Scan for codes. A P0715 code will be present with the P0700. Symptoms are similar to a failed OSS (limp mode, bad shifting) but the speedometer usually works correctly.
   Typical fix: Replace the input speed sensor. It is located right next to the output sensor on the front of the transmission and is replaced in the same manner.
   Est. part cost: $20-$50
3. Failed Transmission Solenoid Pack 🟡 Medium Probability → Shop Transmission Assembly The solenoid pack, which controls fluid flow for shifting, can fail electrically or become clogged with debris over time. The gasket for the electrical connector is also a known failure point, allowing transmission fluid to leak into the connector and cause short circuits.
   How to confirm: Scan for codes like P1776 (Solenoid Switch Valve Latched) or other solenoid-specific codes (P0750-P0798 range). A visual inspection may reveal transmission fluid leaking from or wicking into the main electrical connector on the solenoid pack. 🎬 Watch: How to replace the solenoid pack and fix whining noises. Replacement requires dropping the transmission pan.
   Typical fix: Replace the transmission solenoid pack, transmission filter, and fluid. It is critical to clean the area around the solenoid pack thoroughly before removal to prevent dirt from entering the transmission. The connector plug itself is removed with an 8mm bolt.
   Est. part cost: $100-$180
4. Low or Dirty Transmission Fluid ⚪ Low Probability → Shop Transmission Assembly Neglected maintenance can lead to fluid breakdown, causing shifting issues, overheating, and sensor/solenoid problems. The 41TE is sensitive to fluid type and level.
   How to confirm: Check the transmission fluid level and condition using the dipstick with the engine warm and in Park. The fluid should be bright red and not smell burnt. Dark, brown, or black fluid indicates severe degradation. Use only ATF+4 fluid.
   Typical fix: Perform a transmission fluid and filter change. If the fluid is very dark or contains metal particles, there may be serious internal damage. A simple drain and fill is a good first step.
   Est. part cost: $50-$100 for fluid and filter

Rare But Worth Checking

• Faulty Transmission Control Module (TCM): → Shop Transmission Assembly The TCM is integrated into the main engine computer (PCM) on many PT Cruisers. While less common, a PCM failure can cause a P0700 code, often accompanied by other codes like P0613 or U0101. This should only be considered after all other possibilities are exhausted, as owners on forums have replaced the PCM only to find the issue was a wiring short or bad sensor.
• Damaged Wiring Harness: Corrosion or damage to the wiring between the PCM, sensors, and solenoid pack can cause erratic signals and trigger a P0700. A common failure point is the main connector to the solenoid pack, where fluid can leak past the seal and contaminate the pins. A thorough visual inspection of the harness is necessary.
• Internal Valve Body Issue: → Shop Transmission Valve Body A code like P1776 can sometimes point to a sticking solenoid switch valve within the valve body itself, not just the external solenoid pack. Chrysler TSB 21-001-13 (which supersedes 21-008-04) provides detailed diagnostics for this, noting that a sticky valve is a primary cause if the scanner's 'TRS Code' reads 'OD'.

Diagnosis Steps

1. Use a scan tool capable of reading transmission-specific codes. Do not rely on a basic code reader that only shows P0700.
2. Record any and all codes found in the TCM, such as P0715, P0720, P0846, or P1776.
3. Address speed sensor codes (P0715, P0720) first. These are the most common, cheapest, and easiest fixes.
4. Inspect the transmission fluid level and condition. If it is low, top it off with ATF+4 fluid. If it is dark, burnt, or contains debris, a fluid and filter change is necessary, but be aware this may indicate a more serious internal problem.
5. If speed sensor codes are not present, investigate solenoid-related codes (P1776, P0846). Inspect the wiring harness connector at the solenoid pack for fluid intrusion and corrosion.
6. If P1776 is present, consult TSB 21-001-13. A dealer-level scan tool (DRBIII) can check the 'TRS Code' to help differentiate between a shifter cable adjustment issue, a bad solenoid pack, or a sticking valve in the valve body.
7. Thoroughly inspect the wiring harness leading to the transmission for any visible damage, corrosion, or loose connections, especially near the main connectors.
8. Only after confirming all sensors, solenoids, fluid, and wiring are good should a faulty PCM be considered.

Parts You'll Likely Need

• Transmission Output Speed Sensor (OEM #04800879AB (supercedes 04800879)) — Extremely common failure point that causes limp mode and erratic speedometer. Often triggers P0720.
  Trusted brands: Mopar, Dorman (917-602), NTK/NGK
  OEM price range: $40-$60
  Aftermarket price range: $20-$40
• Transmission Input Speed Sensor (OEM #04800878AB (supercedes 04800878)) — Another very common failure point causing limp mode. Triggers P0715.
  Trusted brands: Mopar, Dorman (917-603), NTK/NGK
  OEM price range: $40-$60
  Aftermarket price range: $20-$40
• Transmission Solenoid Pack (OEM #5140429AA, 68171053AA) — This is the next most likely cause after the speed sensors, responsible for shifting gears. Failure triggers codes like P1776.

Related Codes That Often Appear With This One

• P0715 — Indicates a fault with the Input Speed Sensor circuit.
• P0720 — Indicates a fault with the Output Speed Sensor circuit.
• P0846 — Points to a problem with the 2-4 pressure switch sense circuit, often related to the solenoid pack or valve body.
• P1776 — Indicates the solenoid switch valve is latched in the Low/Reverse position, often pointing to a faulty solenoid pack or an internal valve body issue.
• P0882 — Indicates low voltage to the Transmission Control Module, often pointing to a wiring issue, a bad TIPM, or a failing PCM.

Technical Service Bulletins (TSBs) & Recalls

• Chrysler TSB 21-001-13 (Jan 31, 2013): Supersedes TSB 21-008-04. Details diagnosis for DTC P1776. It clarifies that a 'TR2' code points to a shifter cable/linkage issue, while an 'OD' code points to a sticky solenoid switch valve inside the valve body itself, which is separate from the solenoid pack. This TSB applies to 2003-2005 PT Cruisers with the 41TE transmission.
• Chrysler TSB 21-008-04 (Original): Noted that a defective solenoid block could cause a P1776 code. This TSB has been superseded but is still widely referenced online.

Platform-Specific Known Issues

• Access to Sensors: Both input and output speed sensors are accessible from the top of the engine bay, but require the removal of the air filter housing and intake tubing to gain clear access. This is a straightforward process but adds a step to the repair.
• Resetting the TCM: After a repair, the TCM may retain the fault and keep the vehicle in limp mode. Some owners report needing to disconnect the battery for 30+ minutes or use a capable scan tool to clear the transmission codes specifically to restore normal operation.

Mechanic-Grade Diagnostic Values

• Input/Output Speed Sensor Resistance — expected: Approximately 660-740 Ohms. The key is a stable reading.. Failure: An unstable or fluctuating resistance reading when multimeter probes are connected indicates a failing sensor, even if the reading is within range.
• Solenoid Pack Individual Solenoid Resistance — expected: 1.0 - 4.0 Ohms for each of the four shift solenoids (Underdrive, Overdrive, 2-4, Low/Reverse).. Failure: A reading of 0 Ohms (short circuit) or infinite/OL (open circuit) on any individual solenoid pin indicates a failed solenoid pack.

Scan Tool Commands That Help

• Chrysler DRB III or equivalent (Autel, Launch, Snap-on): Transmission Quick-Learn Procedure — Required after replacing the solenoid pack, valve body, transmission, or TCM/PCM to reset adaptive shift values and ensure smooth shifting. Failure to perform this can result in harsh shifts even with new parts.
• Chrysler DRB III or equivalent: View Transmission Event Data — For intermittent issues, the TCM stores 'Event Data' which captures sensor readings at the moment a fault was triggered. This can help diagnose a problem that isn't currently active, providing a snapshot of what went wrong.

Wiring & Ground Locations

• G102 — At the left front (driver's side) strut tower in the engine bay.. This is a primary engine and transmission component ground point. Corrosion or looseness here can cause a host of floating ground issues, leading to erratic sensor readings, incorrect TCM operation, and intermittent P0700 codes.
• G104 — At the front of the right front (passenger's side) fender.. Another key ground point for the powertrain control system. It should be disassembled, cleaned with a Scotch-Brite pad, and protected with dielectric grease as part of any in-depth electrical diagnosis for P0700.
• Solenoid Pack Connector — 8-pin connector on the front of the transmission, secured by an 8mm bolt.. This is the main communication link to the shift solenoids. It is highly prone to transmission fluid wicking past the internal seal, contaminating the pins and causing shorts or poor connections that can trigger various transmission codes, including P0700.
• Transmission Control Relay (EATX Relay) — Located in the under-hood fuse box (Totally Integrated Power Module - TIPM).. A failing EATX relay can cause intermittent power loss to the TCM, leading to a P0700 code, often with a P0882 (TCM Power Input Low) code. This is often missed as technicians focus on sensors and solenoids.

Real Owner Repair Stories

• Reddit user in r/CarHelp (2006 PT Cruiser Limited) — P0700 code, car enters limp mode.
  ❌ Tried (didn't work) Replaced the ECM (which includes the TCM on this year), Replaced the TIPM (fuse box)
  ✅ What actually fixed it The user was advised that since the main components (ECM, TIPM) were replaced, the issue was almost certainly a wiring problem, such as a bad ground or a corroded connector at the transmission, requiring a manual check of the harness with a multimeter.
• DodgeForum.com user (2003 Dodge Caravan (with same 41TE transmission)) — P0700 and P1776 (Solenoid Switch Valve Latched) codes, transmission would not shift into highest gear.
  ❌ Tried (didn't work) Waiting for the code to clear on its own (it would, but always returned).
  ✅ What actually fixed it A dealer performed a software update, wiping and reprogramming the ECM and TCM. This suggests that in some cases, the fault logic itself can be erroneous and fixed with a reflash, especially if the issue is intermittent and no mechanical fault can be found.
• NHTSA ODI #10808571 — An owner reported that after using their own scanner, it indicated a need to replace a transmission control unit (Code P0700) along with other parts that had already been replaced.
• NHTSA ODI #11208017 — A vehicle was diagnosed with a P0700 code and determined to need a transmission replacement; however, the failure continued even after being repaired twice by an independent mechanic.

OEM Part Supersession History

• 4504570AC, 5015646AB, 5015646AC → 5140429AA — Updated design for improved reliability and to consolidate previous part numbers.
  Heads up: The updated solenoid pack (5140429AA) is a direct replacement for the older numbers and is generally considered more reliable.

Model Year Variations Within This Range

• 2001-2002: These models use a separate Transmission Control Module (TCM) located in the engine bay, typically mounted to the vehicle body near the firewall. The PCM has three main connectors.
• 2003-2010: The TCM functions were integrated into the Powertrain Control Module (PCM), which is called a Next Generation Controller (NGC). This module has four main connectors, with the fourth one dedicated to transmission functions. There is no separate TCM.
• 2003-2010 (non-turbo): Most non-turbo models from 2003 onward used the 40TE transmission, a lighter-duty and less expensive version of the 41TE. While most electronic components like sensors and the solenoid pack are interchangeable, internal hard parts may differ.

Diagnostic Flowchart

Other Known Issues on This Vehicle

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

• Prematurely Worn Front Control Arm Bushings 🟠 Medium — Very common, often noticeable by 50,000-80,000 miles. Results in clunking noises from the front suspension, poor alignment, and uneven tire wear.
• Cooling Fan Assembly Failure 🔴 High — A frequent issue where the fan motor or the integrated relays in the TIPM fail, leading to engine overheating, especially in stop-and-go traffic or when using the A/C.
• Timing Belt Service (2.4L Non-Turbo) 🔴 High — The 2.4L is an interference engine, meaning a broken timing belt will cause catastrophic engine damage. The replacement interval is around 100,000 miles and is a costly but critical maintenance item.
• Engine Stalling / TIPM Electrical Problems 🔴 High — Particularly noted on 2006-2007 models, failures within the Totally Integrated Power Module (TIPM) can cause random stalling, no-starts, and other bizarre electrical behavior.
• Camshaft Position Sensor Failure 🟠 Medium — A common cause for a no-start or intermittent stalling condition. The sensor provides critical data to the ECU, and its failure can prevent the engine from running.

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: Used parts are generally not recommended for this repair due to the electronic and wear-prone nature of the common failure items. The cost savings are minimal compared to the risk of receiving a part that is near the end of its service life.

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

What to inspect on the donor part:

• For a PCM, ensure the part number matches exactly. Ask for the VIN of the donor car to verify it had the same engine and transmission configuration.
• Avoid any electronic parts (sensors, solenoids, PCM) that show signs of water damage, heavy corrosion, or fluid contamination on the connectors.

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

• Transmission Solenoid Pack: Aftermarket solenoid packs have a notoriously high failure rate on this platform. Many forum users report having to do the job twice after a cheap aftermarket unit failed within months. Stick with Mopar.
• Powertrain Control Module (PCM): A used OEM PCM is a viable option if programmed correctly, but avoid new aftermarket/remanufactured units from unknown brands, as they can have compatibility and quality control issues.

Aftermarket brands forum-validated for this vehicle:

• NTK/NGK for Input/Output Speed Sensors
• Dorman for Input/Output Speed Sensors (generally considered a reliable budget option)

Brands owners have reported issues with on this vehicle:

• Unbranded or 'white box' solenoid packs from online marketplaces. The savings are not worth the high risk of premature failure.

Real Owner Stories

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

Related OBD-II Codes

• P0720 — Output Speed Sensor (OSS) circuit fault; almost always present alongside P0700 when the speedometer is erratic or dead.
• P0715 — Input Speed Sensor (ISS) circuit fault; a common companion to P0700 that causes limp mode while the speedometer remains functional.
• P1776 — Solenoid Switch Valve Latched in LR Position; a common PT Cruiser code indicating a sticky valve or solenoid pack failure.
• P1603 — PCM Internal Dual-Port RAM Read/Write Failure; often triggered by a shorted solenoid pack or wiring harness fault associated with P0700.
• P0846 — Transmission Fluid Pressure Sensor/Switch B Circuit Range/Performance; a solenoid-related code that may appear with P0700.
• U0101 — Lost Communication with TCM; can occur if transmission fluid leaks into the solenoid pack connector, causing a short circuit.

Frequently Asked Questions