P2764 on 2007-2014 Jeep Patriot: Torque Converter Circuit Low Causes and Fixes

What's Unique About the 2007-2014 Jeep PATRIOT

The 2007-2014 Jeep Patriot was equipped with two different automatic transmissions, which is critical for diagnosing P2764. The vast majority, especially from 2007-2013, use a JATCO JF011E Continuously Variable Transmission (CVT). Starting in 2014, a conventional 6-speed automatic (the PowerTech 6F24, related to the 62TE) became standard on most models, however the CVT was retained for models equipped with the Freedom Drive II off-road package. The diagnostic path differs significantly: for the 62TE, Chrysler issued TSB #9004009 stating that if the TCC solenoid tests okay, the torque converter is the culprit. For the much more common CVT, the TCC solenoid is integrated into the valve body, and failure of this assembly is a widely reported issue.

Diagnostic Flowchart

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

Symptoms You May Notice

• Check Engine Light is on
• Transmission slipping or jerking, especially during acceleration
• Vehicle stalling when coming to a stop or at idle
• Harsh, erratic, or delayed shifting
• Engine RPMs rise without a corresponding increase in vehicle speed (slippage)
• Decreased fuel economy
• Transmission may overheat or go into limp mode
• Shuddering feeling during light acceleration

Most Likely Causes

1. Faulty Transmission Valve Body / TCC Solenoid 🔴 High Probability → Shop Transmission Valve Body For the common JATCO CVT, the TCC solenoid is integrated into the valve body. These valve bodies are a known failure point, often due to wear or clogging from degraded fluid. Chrysler's initial 'lifetime fill' recommendation for CVT fluid contributed to a high failure rate.
   How to confirm: A technician will test the solenoid's resistance with a multimeter. A reading outside the manufacturer's specification confirms failure. This requires accessing the valve body inside the transmission pan. A professional scan tool can also monitor solenoid command vs. actual state.
   Typical fix: The solenoid is typically part of the entire valve body assembly and must be replaced as a unit. 🎬 Watch: Detailed guide on removing and replacing the valve body. This is a common repair for the JATCO JF011E CVT.
   Est. part cost: $250-$700 for a remanufactured or new valve body assembly
2. Torque Converter Failure 🟡 Medium Probability → Shop Automatic Transmission Torque Converter For models with the 62TE 6-speed automatic, TSB #9004009 explicitly states that if the TCC solenoid is functioning correctly, code P2764 indicates a failed torque converter. On CVT models, while less common than valve body failure, internal torque converter issues can also trigger this code.
   How to confirm: This is often diagnosed by exclusion. If the fluid, wiring, and valve body/solenoid are all confirmed to be good, the torque converter is the next logical point of failure, especially on 62TE-equipped models as per the TSB.
   Typical fix: The transmission must be removed from the vehicle to replace the torque converter. This is a significant labor-intensive job.
   Est. part cost: $200-$600 for the part alone.
3. Low or Contaminated Transmission Fluid 🟡 Medium Probability → Shop Transmission Assembly The JATCO CVT is extremely sensitive to fluid level and condition. Old, burnt, or debris-filled fluid can clog the very fine passages in the valve body and solenoids, causing them to malfunction.
   How to confirm: Check the transmission fluid level and condition. The fluid should be at the correct level and appear clean (typically a light amber or green for CVT fluid), not dark, burnt, or full of debris. Metal shavings in the pan are a sign of severe internal damage.
   Typical fix: Perform a transmission fluid and filter change. If the fluid is heavily contaminated, a full flush may be needed, though some manufacturers advise against flushing CVTs. Use only the specified fluid (Mopar CVTF+4 or equivalent).
   Est. part cost: $100-$250 for fluid and filters
4. Wiring or Connector Issues ⚪ Low Probability The wiring harness leading to the transmission can be damaged by engine heat, vibration, or road debris, causing a short or open in the TCC solenoid circuit.
   How to confirm: Visually inspect the wiring harness from the TCM to the transmission case connector. Use a multimeter to check for continuity and proper voltage at the solenoid connector, which may require a wiring diagram and pinout chart.
   Typical fix: Repair or replace the damaged section of the wiring harness or clean/replace the corroded connector.
   Est. part cost: $20-$150

Rare But Worth Checking

• Failed Transmission Control Module (TCM): → Shop Transmission Assembly While rare, the TCM itself can fail, sending an incorrect signal and triggering the code. This should only be considered after all other possibilities (wiring, solenoid, mechanical parts) have been thoroughly ruled out.

Diagnosis Steps

1. Scan the vehicle's computer for P2764 and any other related transmission codes.
2. Check the level and condition of the transmission fluid. Note color, smell, and presence of debris. Use the correct fluid type (Mopar CVTF+4 for the CVT).
3. Inspect the transmission wiring harness and connectors for any visible damage, corrosion, or loose connections.
4. With a suitable scan tool, monitor live data for TCC solenoid operation, commanded pressure vs. actual pressure, and transmission fluid temperature.
5. If the transmission is a 62TE, test the TCC solenoid's internal resistance with a multimeter to see if it's within the manufacturer's specifications. This requires removing the transmission oil pan.
6. If the transmission is a CVT, the solenoid is part of the valve body. Testing involves checking resistance at the main connector and may lead to replacing the entire valve body assembly.
7. If the solenoid and wiring test good on a 62TE model, follow the guidance of TSB #9004009 and inspect the torque converter.
8. If all other components check out, the final step would be to test the Transmission Control Module (TCM).

Parts You'll Likely Need

• Transmission Valve Body (CVT) (OEM #68070618AA) — The faulty TCC solenoid is integrated into the valve body on the JATCO CVT and is not sold separately by Mopar, requiring the replacement of the entire assembly. This is the most common fix for P2764 on CVT-equipped Patriots.
  Trusted brands: Mopar, Rostra, Generic Remanufactured
  OEM price range: $600-$900
  Aftermarket price range: $250-$500
• Torque Converter — Per TSB #9004009 for the 62TE transmission, if the TCC solenoid is not at fault, the torque converter is the likely cause of the code. Replacement requires removing the transmission.
  Trusted brands: Mopar, Transtar, Luk
  OEM price range: $400-$700
  Aftermarket price range: $200-$450
• CVT Transmission Fluid (OEM #68004942AA (Mopar CVTF+4)) — Correct, clean fluid is essential for the operation of the CVT and its solenoids. Any internal repair will require a fluid replacement. Using the wrong fluid can cause severe damage.
  Trusted brands: Mopar CVTF+4, Idemitsu CVTF-EX1, Valvoline CVT
  OEM price range: $25-$35 per quart
  Aftermarket price range: $15-$25 per quart
• Solenoid Block Pack (62TE) (OEM #68002342AD) — For the less common 6-speed automatic, the solenoid pack which includes the TCC solenoid can fail. This is a serviceable part after dropping the transmission pan.

Related Codes That Often Appear With This One

• P0740 — This code also relates to the Torque Converter Clutch Circuit. TSB #9004009 explicitly groups P0740 and P2764 as pointing to the same potential failures (TCC solenoid or torque converter) on 62TE transmissions.
• P0700 — This is a general Transmission Control System Malfunction code. It indicates that the TCM has stored a fault code (like P2764) and is requesting the Check Engine Light to be turned on.
• P0868 — On CVT models, this code indicates 'Transmission Fluid Pressure Low'. It often appears alongside other transmission codes when fluid is low or the valve body/pump is failing.

Technical Service Bulletins (TSBs) & Recalls

• 9004009: States that if a vehicle with a 62TE transmission has code P2764 and the TCC solenoid is okay, the torque converter has failed.
• 21-004-14: While not directly for P2764, this TSB involves flashing the TCM on some 2014 models to improve shift quality and torque converter clutch control, indicating software adjustments can be a factor in transmission behavior.

Platform-Specific Known Issues

• A critical distinction for this vehicle is the transmission type. Most 2007-2013 models have the JATCO JF011E CVT, where valve body failure is common. A class-action lawsuit was filed regarding the reliability of these CVTs.
• A known Technical Service Bulletin (TSB #9004009) for Chrysler vehicles with the 62TE 6-speed automatic (found on some 2014+ Patriots) provides a direct diagnostic path for P2764. It advises that if the TCC solenoid's operation is confirmed to be okay, the code points to a failed torque converter.
• Stalling when coming to a stop is a very frequently reported symptom by Patriot owners online, often linked to throttle body issues but also directly to this transmission code and torque converter lock-up problems.

Mechanic-Grade Diagnostic Values

• TCC Control (Lockup Duty) Solenoid Resistance (JATCO JF011E CVT) — expected: Approximately 12-14 Ohms when cold. Some sources state a wider range of 3-9 Ohms is acceptable, but field tests show good parts measure higher.. Failure: A reading significantly lower than 12 Ohms (e.g., 7-9.7 Ohms) indicates a failing solenoid and will trigger the 'Circuit Low' code.
• Lockup Select Switch Solenoid Resistance (JATCO JF011E CVT) — expected: 15 to 30 Ohms.. Failure: A reading outside of this range.
• TCC Solenoid (EMCC VFS) Resistance (Chrysler 62TE 6-Speed) — expected: Approximately 5.0 - 5.3 Ohms at 70°F.. Failure: A reading significantly different from the specification, or one that is open/shorted.
• Shift Solenoid Resistance (LR, UD, OD, DC, 2-4) (Chrysler 62TE 6-Speed) — expected: Approximately 1.6 to 2.0 Ohms at 70°F.. Failure: A reading that is significantly higher (e.g., over 4 Ohms) or lower than the other matching solenoids, or is open/shorted.

Scan Tool Commands That Help

• Chrysler wiTECH or capable aftermarket scanner (Autel, AlphaOBD): Quick Learn — This procedure is mandatory after replacing the transmission, valve body/solenoid pack, or TCM. It allows the TCM to relearn clutch fill volumes and timing for the new components to ensure smooth shifting.
• Chrysler wiTECH or capable aftermarket scanner: Reset Adaptive Values — This function should be performed before a 'Quick Learn' to clear the old, stored clutch wear data from the TCM's memory.
• Chrysler wiTECH or capable aftermarket scanner: Valve Body Solenoid Learn — A more specific calibration that fine-tunes the electronic response for the individual solenoids on a newly installed valve body or solenoid pack.

Wiring & Ground Locations

• Transmission Main Connector — On the exterior of the transmission case, where the main vehicle harness connects to the transmission.. This is the primary point for non-invasive electrical testing. Technicians can check for resistance of the internal solenoids from this connector without dropping the transmission pan, helping to isolate the fault between external wiring and internal components.
• Transmission Control Module (TCM) Connector — The location can vary, but it is often found in the engine bay near the firewall or integrated with the Powertrain Control Module (PCM).. Testing at the TCM connector helps verify the integrity of the entire circuit, from the control module to the transmission. A discrepancy between readings at the TCM and the transmission connector points to a wiring harness issue.

Real Owner Repair Stories

• YouTube Channel 'siu automotive' (Vehicle with JATCO CVT (similar to Patriot's)) — Hard fault code P2764 stored.
  ❌ Tried (didn't work) The diagnosis was direct; no other parts were replaced first.
  ✅ What actually fixed it The lockup duty solenoid was tested and found to have a resistance of 9.7 Ohms, which was below the required specification of at least 13 Ohms. Since the solenoid is not sold separately, the entire transmission valve body was replaced. The new valve body's solenoid measured a healthy 14 Ohms. A scan tool relearn procedure was also required after installation.
• YouTube Channel 'Erickson's Automotive' (2014 Subaru Impreza with a similar JATCO CVT) — P2764 lockup duty solenoid circuit low.
  ✅ What actually fixed it The technician tested the resistance from the transmission connector and measured 7 Ohms, indicating a fault. After removing the valve body, the new replacement solenoid measured 12.3 Ohms. The repair involved replacing the faulty solenoid on the valve body (which is possible on some Subaru models, but not typically on the Patriot) which resolved the code.

OEM Part Supersession History

• 68070618AA → RL070618AA — This is a standard Mopar remanufactured part number update. The 'RL' prefix typically indicates a remanufactured assembly.
  Heads up: These parts are interchangeable, with RL070618AA being the currently supplied remanufactured replacement for the original.

Model Year Variations Within This Range

• 2014-2017: For the 2014 model year and later, the JATCO CVT was only used in models equipped with the Freedom Drive II (FDII) "Trail Rated" off-road package. All other automatic models (FWD and Freedom Drive I) received a 6-speed conventional automatic (PowerTech 6F24). This is a critical diagnostic split.
• 2007-2014 (JATCO CVT): In 2010, JATCO eliminated the primary pressure switch from the JF011E valve body. Installing a post-2010 valve body into a pre-2010 vehicle may result in setting a fault code due to the missing switch.