P2764 on 2005-2010 Chrysler Sebring: TCC Solenoid & Torque Converter Guide

What's Unique About the 2005-2010 Chrysler SEBRING

The 2005-2010 Sebring spans two generations. This code is most relevant to the 2007-2010 models equipped with the 6-speed 62TE automatic transmission. The issue is so common on this transmission that Chrysler issued a Technical Service Bulletin (TSB #9004009) providing a clear diagnostic path: if the TCC solenoid tests okay, the torque converter itself is the culprit. This isn't just a Sebring issue but a well-documented problem across many Chrysler, Dodge, and even Volkswagen vehicles that use the 62TE transmission, which was an adaptation of an earlier 4-speed that introduced new weak points.

Diagnostic Flowchart

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

Generation note: The 2005-2010 range covers the end of the second generation (2005-2006) and the entire third generation (2007-2010). 🎬 Watch: Common problems to look for on 3rd Gen Sebrings The second generation typically used the 4-speed 41TE transmission, while the third generation V6 models used the 6-speed 62TE. TSB #9004009 and code P2764 are specifically and commonly associated with the 62TE transmission found in the 2007-2010 models.

Symptoms You May Notice

• Check Engine Light is on
• Transmission slipping or jerking
• Vehicle shudders, similar to driving over rumble strips
• Engine stalls when coming to a stop or when shifting into Drive, but runs fine in Reverse
• Transmission may enter a "limp mode," limiting available gears
• Harsh or erratic shifting
• Poor fuel economy
• Delayed acceleration from a stop

Most Likely Causes

1. Failed Torque Converter Clutch (TCC) Solenoid / Solenoid Pack 🔴 High Probability → Shop Automatic Transmission Torque Converter The solenoid pack in the 62TE transmission is a known failure point. The TCC solenoid, which is part of this assembly, can fail electrically (short circuit) or mechanically (get stuck).
   How to confirm: A technician can command the solenoid on and off with a high-end scan tool to check its electrical response. An ATRA TSB (#1648) notes that stalling in Drive but not Reverse strongly points to a mechanically stuck TCC solenoid. The solenoid's resistance can also be tested with a multimeter at the transmission connector; a reading outside the typical 1.6-1.8 ohm range indicates failure. 🎬 See how to test the 62TE solenoid pack yourself
   Typical fix: Replace the entire transmission solenoid pack, which is located inside the transmission, behind the valve body. 🎬 Watch: Step-by-step guide to replacing the transmission solenoid pack A 'Quick Learn' procedure must be performed with a scan tool after replacement.
   Est. part cost: $150-$350
2. Failed Torque Converter 🔴 High Probability → Shop Automatic Transmission Torque Converter As stated in Chrysler TSB #9004009, if the TCC solenoid is functioning correctly, the P2764 code is a strong indicator of an internal torque converter failure on 62TE-equipped vehicles. The lockup clutch within the converter can fail, sending debris through the transmission.
   How to confirm: This is a diagnosis of exclusion. If the solenoid and its wiring are confirmed to be good, the torque converter is the next logical point of failure per the manufacturer's TSB. Finding excessive metal shavings in the transmission pan during a fluid change is also a strong indicator.
   Typical fix: The transmission must be removed from the vehicle to replace the torque converter. It is highly recommended to flush the transmission cooler lines and replace the transmission filter at the same time.
   Est. part cost: $200-$600
3. Wiring or Connector Issues 🟡 Medium Probability Wiring inside the transmission is subjected to heat and constant immersion in fluid, which can degrade connections over time. The external harness can also be damaged from road debris or contact with hot exhaust components.
   How to confirm: Visually inspect the wiring harness and connectors between the TCM and the transmission solenoid pack for any signs of corrosion, damage, or loose pins. This requires dropping the transmission pan for internal wiring and inspecting the main connector on the outside of the transmission case. A continuity test with a multimeter can confirm a break in the circuit.
   Typical fix: Repair the damaged section of the wiring harness or replace the faulty connector.
   Est. part cost: $20-$100
4. Low or Dirty Transmission Fluid ⚪ Low Probability → Shop Transmission Assembly While not specific to this platform, low or contaminated fluid can cause a wide range of transmission issues, including erratic solenoid operation. The 62TE is particularly sensitive to fluid type and condition; only Mopar ATF+4 should be used.
   How to confirm: Check the transmission fluid level and condition via the dipstick (if equipped) or service plug. The fluid should be bright red and not smell burnt. Dark, burnt fluid or fluid with metal particles indicates a more severe internal failure.
   Typical fix: Perform a transmission fluid and filter change. If the fluid is very dark or contains metal particles, it indicates a more severe internal failure is likely (such as the torque converter).
   Est. part cost: $50-$150

Rare But Worth Checking

• Faulty Transmission Control Module (TCM): → Shop Transmission Assembly This is a rare cause. The TCM should only be suspected after all other possibilities, including solenoids, wiring, and the torque converter, have been ruled out. A failure of the internal driver circuit for the TCC solenoid can trigger this code.

Diagnosis Steps

1. Scan the vehicle for all stored trouble codes. Note if P0740 or P0868 is also present.
2. Check the transmission fluid level and condition. Ensure only Mopar ATF+4 fluid is used. Address any low or dirty fluid issues.
3. Using a professional scan tool, check the Clutch Volume Index (CVI) values. High CVI numbers can indicate worn clutches, while a value of zero can point to a major hydraulic leak in a circuit.
4. With the scan tool, perform a 'Quick Learn' procedure and monitor the operation of the TCC solenoid in real-time data.
5. If the solenoid does not respond correctly, drop the transmission pan and inspect the wiring and connectors to the solenoid pack for damage or corrosion.
6. If wiring is intact, test the resistance of the TCC solenoid at the main transmission connector. Compare the reading to the manufacturer's specifications (typically 1.6-1.8 Ohms).
7. If the solenoid tests bad or is mechanically stuck (indicated by stalling in Drive but not in Reverse), replace the solenoid pack.
8. If the solenoid and wiring test good, per Chrysler TSB #9004009, the torque converter is the likely cause of failure and should be replaced.

Parts You'll Likely Need

• Transmission Solenoid Pack (OEM #5078709AB (may be superseded by 68371508AB or 68376696AA)) — This is one of the two most common failures for this code on the 62TE transmission. The TCC solenoid is an integral part of this assembly.
  Trusted brands: Mopar, Dorman
  OEM price range: $250-$400
  Aftermarket price range: $150-$250
• Torque Converter — Chrysler's own TSB identifies this as the root cause if the solenoid is functioning correctly.
  Trusted brands: Mopar, LuK, Transtar, JASPER (remanufactured)
  OEM price range: $400-$700
  Aftermarket price range: $200-$400

Related Codes That Often Appear With This One

• P0740 — This code also relates to the Torque Converter Clutch Circuit. TSB #9004009 explicitly mentions that P0740 and P2764 appearing together point to the same diagnostic path (solenoid or torque converter).
• P0868 — This code indicates 'Transmission Fluid Pressure Low'. It can appear alongside P2764 if a failing solenoid, internal leak from a bad torque converter, or clogged filter causes a general loss of hydraulic pressure.

Technical Service Bulletins (TSBs) & Recalls

• Chrysler TSB #9004009: For vehicles with the 62TE transmission, if codes P0740 or P2764 are present with jerking/slipping, and the TCC solenoid is confirmed to be working, the torque converter has failed and requires replacement.
• ATRA Technical Bulletin #1648: Describes the specific symptom for P2764 where the engine stalls when put into Drive but not Reverse, indicating a defective/stuck TCC solenoid.

Platform-Specific Known Issues

• Chrysler TSB #9004009 directly addresses this code on vehicles with the 62TE transmission, stating that if codes P0740 or P2764 are present with jerking/slipping, and the TCC solenoid is confirmed to be working, the torque converter has failed and requires replacement.
• ATRA Technical Bulletin #1648 describes the classic symptom of the engine stalling when shifted into Drive but not Reverse, pointing to a TCC solenoid that is mechanically stuck 'ON'.

Mechanic-Grade Diagnostic Values

• TCC (EMCC) VFS Solenoid Resistance — expected: 1.6 - 1.8 Ohms at ~70°F. Failure: A reading of infinity (open circuit), zero (short circuit), or a value significantly different from other similar solenoids in the pack (e.g., 7.2 Ohms) indicates a failure.
• Clutch Volume Index (CVI) Values — expected: Varies by clutch pack (e.g., L/R: 45-134, 2C: 25-85, OD: 30-100).. Failure: A high number indicates a worn clutch pack. A number below the range suggests a binding clutch. A value of zero indicates a major hydraulic leak in that circuit.

Scan Tool Commands That Help

• Chrysler wiTECH or equivalent professional scan tool: Quick Learn — This procedure is mandatory after replacing the solenoid pack, valve body, or entire transmission. It allows the TCM to learn the hydraulic characteristics of the new parts for proper shifting.
• Chrysler wiTECH with Transmission Simulator (Tool #8333A): → Shop Transmission Assembly Solenoid Actuation Test — This is an advanced, dealer-level diagnostic step. It allows a technician to disconnect the transmission harness and command individual solenoids directly from the scan tool to verify the electrical integrity of the solenoid circuit without ambiguity.
• Professional Scan Tool: Read Clutch Volume Index (CVI) — Used to diagnose the mechanical health of the internal clutch packs. High CVI values alongside P2764 can point towards a broader internal transmission failure rather than just an isolated solenoid issue.

Wiring & Ground Locations

• Transmission Main Connector (Solenoid Pack Connector) — On the front side of the transmission case, where the main vehicle harness connects to the solenoid pack.. This is the primary location for testing the TCC solenoid's resistance without removing the transmission pan. All electrical signals for the solenoids pass through this connector.
• TCC (EMCC) VFS Control Circuit (Pin 3) — Pin 3 on the transmission main connector is for the TCC VFS (Variable Force Solenoid) control.. This specific pin is where a technician would test for voltage signals from the TCM or test the resistance of the TCC solenoid circuit back through the solenoid pack.
• Solenoid Power Feed (Pin 10) — Pin 10 on the transmission main connector provides the 12V power feed from the transmission control relay to the solenoid pack.. This pin is used as the common point for resistance testing multiple solenoids within the pack. A technician would place one multimeter lead on this pin and the other on the specific solenoid's control pin.
• Main Chassis Grounds (e.g., G100-G307) — Various locations on the engine block, frame, and near the battery. A specific ground strap runs from the transmission to the chassis.. A poor ground connection for the TCM or the transmission itself can cause low voltage conditions, erratic sensor readings, and trigger codes like P2764.

Real Owner Repair Stories

• ATRA Technical Bulletin #1648 (Chrysler vehicle with 62TE transmission) — Vehicle was towed in. After a long trip, the engine died when stopping at a gas station. After restart, the engine would die every time it was shifted into Drive, but not when shifted into Reverse.
  ❌ Tried (didn't work) The story focuses directly on the diagnosis rather than failed attempts.
  ✅ What actually fixed it The bulletin identifies the cause as a defective/stuck TCC solenoid and recommends replacing it with part # 5169313AA.

OEM Part Supersession History

• 5078709AA → 5078709AB — Standard part revision and update by the manufacturer.
• 5078709AB → 68371508AB — Standard part revision and update by the manufacturer.
  Heads up: Some sources also list 68376696AA as a valid supersession. It is critical to verify the correct part number with a dealer using the vehicle's VIN before purchasing.