Transmission stuck in limp mode: DTC P0700 and 62TE codes on the Dodge Journey

One morning a Journey V6 sets off as usual. Partway there, a shift bangs in hard, then the car seems locked in one gear: the revs climb but the speed does not, and the check engine light comes on. After a restart everything is normal again, until the same thing happens a few kilometers later.

A cheap code reader in the OBD port shows just one code: P0700. Many owners go wrong here, because P0700 is not a diagnosis, only a sign that the transmission module has stored a fault. This article explains how to find the real code, the typical weak point of the Journey's 62TE, and what you can safely do.

P0700 is the generic code for the transmission control system (Transmission Control System Malfunction). The transmission control module (TCM) detects a fault and asks the engine module to turn on the check engine light, and the engine module logs that request as P0700. The code describing the actual fault is stored separately in the TCM.

So fixing P0700 means reading the TCM. The companion codes usually involve shift solenoids or transmission speed sensors. Low or burnt fluid and wiring or connector faults are also common. A failed TCM is possible, but it is not the first suspect.

The Journey's transmission depends on the engine and transmission variant, so confirm it from your vehicle's data.

• Journey V6 (3.5 L, then 3.6 L Pentastar): according to Wikipedia, it uses the six-speed 62TE transmission. The 62TE is a six-speed derivative of the four-speed 41TE and first appeared in the 2007 model year Chrysler Sebring.
• Journey 2.4 L four-cylinder: Wikipedia lists the four-speed 40TES from the Ultradrive family. However, the Dodge service page of a specialist workshop in Indonesia (see Sources) lists the Journey 2.4L with the 41TE or 62TE transmission.

The distinction matters because the companion codes and suspect parts differ. This article focuses on the 62TE. According to Wikipedia, the 62TE is also used in the Chrysler Pacifica and the RT-platform Chrysler minivans. Repair literature for those models is therefore often relevant to the Journey too, with the case-compatibility caveat covered below.

In this transmission family, the transmission computer watches the sensor data. When it sees a problem, it stores a code and locks the transmission in one gear (usually 2nd or 3rd gear, depending on version and condition). The aim is to let the car reach the workshop without further damage to the transmission. The driver feels this as limp mode: sluggish acceleration, high revs at moderate speeds and no upshifts.

In Chrysler transmissions of this generation, shifting is controlled by an electro-hydraulic solenoid assembly called the solenoid pack. Wikipedia notes that the 41TE family and its derivatives got a different solenoid pack, sensors and valve body from their predecessor, to improve reliability. A Dodge specialist workshop reports failed solenoid packs on the 41TE/62TE, with harsh or delayed shifts as the symptom, caused by solenoids worn out as transmission fluid quality declines.

Two more points from Wikipedia are useful when you discuss repairs. First, the 41TE family on which the 62TE is based got a reprogrammable (flash-programmable) TCM. Starting in 2006, a variable line pressure hydraulic system was phased in. So the TCM software and the transmission version also shape how it shifts. Second, the 62TE case and bolt pattern differ between years and platforms, so a 62TE from another vehicle may not bolt straight into your Journey. Confirm compatibility before buying a used replacement unit.

A real example from the repair literature: a 2015 Journey went into limp mode with P0700 and no other engine codes. When the TCM was read directly, it held P0755, a Shift Solenoid B Malfunction. After the solenoid resistance was checked and the connector cleaned, shifting returned to normal. Without reading the TCM, that code would never have shown up.

Chrysler transmissions of this generation are designed for a specific factory fluid, ATF+4 (type 9602). According to Wikipedia, many Chrysler automatic transmission problems begin when the fluid is changed or topped up with a generic fluid such as DEXRON or MERCON. If another fluid has already been mixed in, the transmission should be drained and refilled entirely with ATF+4. When checking a used car's history, ask which fluid went in at the last change. The wrong fluid does not always cause damage right away, but it adds one more variable that makes diagnosis harder.

Once the TCM is read, P0700's companion codes usually fall into a few groups, and knowing them helps you follow the technician.

• Shift solenoids, for example P0755 (shift solenoid B). These point to the solenoid pack, its connector and the fluid condition.
• Transmission speed sensors, for example the input speed sensor. These codes concern the sensor circuit, so check wiring and connectors before replacing a sensor.
• TCM wiring, connectors and voltage. Corroded or fluid-soaked connectors and unstable battery or charging voltage can disrupt TCM communication and set codes that look like a failed part.

As the driver, note harsh or delayed shifts, sudden jolts and any other lights. Symptoms plus codes tell the technician far more than either alone.

Three mistakes make Journey transmission repairs expensive and fruitless. First, replacing the TCM because the code says 'transmission control system'. A failed TCM is possible, but it is not the most common cause. Second, jumping to removing and overhauling the transmission before cheaper causes such as fluid, connectors or solenoids are checked. Third, filling or changing the fluid with whatever is at hand. One simple step avoids all three: read the TCM codes first.

1. Switch off, wait, restart. If the transmission is normal again, the TCM has left limp mode after the restart; the problem has not gone away. Note when the symptom appears: cold, hot, uphill or on a particular shift.
2. Do not clear the code before recording it. The code and freeze frame data show the technician the conditions when the fault occurred.
3. Make sure the scan tool can read the TCM. A generic reader usually sees only P0700 from the engine module. You need a tool that talks to the transmission module to see the real code, for example P0755.
4. Check the transmission fluid (workshop job). Level, color, smell and type. Low or dirty fluid can lower hydraulic pressure and trigger faults.
5. Check the solenoid pack connector and wiring. A loose or corroded connector can mimic a failed solenoid.
6. Test the solenoid the code points to. Its resistance and connector are tested before the assembly is replaced.
7. Only then look inside the transmission. If repeated codes point to a specific clutch and the fluid contains friction debris, internal mechanical wear becomes a possibility.

The repair follows the TCM code. A solenoid pack is replaced if testing proves a solenoid has failed, and the fluid must be ATF+4. Wiring or connector faults mean a much smaller repair. If wear has reached the clutches and internal parts, the next step is an overhaul.

Never order parts on P0700 alone: the code points to no component.

Limp mode is designed to get the car to a workshop, not to be driven for days. Drive gently, avoid highways and long climbs, and book an inspection as soon as you can. If the car will not move at all, you smell burnt fluid, or red fluid is leaking under the car, do not push it: call a tow truck. Choose a workshop with diagnostic tools for Chrysler transmission modules, because the whole diagnosis depends on the TCM codes.