A Town and Country with a shift complaint usually shows up one of three ways. The owner says it feels gutless and "shifts funny" around town. Or it bangs into a gear, usually the 2-3, or clunks as it coasts down to a light. Or it was just rebuilt and now it is stuck in one gear. Every one of those has a documented cause on the 62TE, and some of them are not transmission failures at all.
The six-speed in these vans is the 62TE, transmission sales code DG2 on the build data. That code is what every Chrysler bulletin below keys on, so confirm it before you apply any of them. Here is the order I work a Town and Country shift complaint, cheapest check first. Numbers in brackets point to the Sources list at the bottom.
Check the ECON button before you touch a wrench
This one embarrasses good diagnosticians. Transmission Digest's R&R Tech column ran a case on a 2012 Town and Country with the 3.6L and a freshly installed 62TE. The installing shop said it "falls flat on its face." No transmission or engine codes. Recorded scan data showed the PCM was not commanding second gear at all; it went first to third, the shifts came early, and the converter clutch applied early too [5]. The shop had already swapped in a used PCM, and the author updated its calibration, with no change [5].
The fix was the green-leaf ECON button on the dash. With it on, the van skipped second and lugged. With it off, it commanded second, the TCC applied on schedule and everything felt normal. There is no matching indicator on the cluster, which is why nobody noticed it, and the author reports seeing the same complaint many times since, including customers who refused to believe it until they were shown the difference on a drive [5].
So the first move on any "it feels weak and shifts wrong" Town and Country is to look at that button, then drive it both ways with the scan tool on. Watch the commanded gear PID. A 1-3 skip with ECON on and a clean 1-2-3 with it off is not a fault.
Pull every code, then check the software level
Read stored and history codes from both the PCM and TCM side. Every Chrysler shift bulletin tells the technician to repair stored DTCs before flashing [1], and ratio codes, pressure switch codes and line pressure codes send you down a different path entirely.
If the van is a 2011-2013 with the 3.6L (sales code ERB) and was built before September 26, 2012, Service Bulletin 21-012-12 Rev. B applies [1]. It covers:
- A harsh 1-3 upshift in Economy (ECO) mode.
- A harsh 2-3 upshift in normal mode.
- A 1-2 clunk after a throttle back-out, 2012-2013 only.
The new PCM software also changes the 1-2, 3-4, 4-5 and 5-6 upshift schedule, the 6-4P, 6-5 and 5-4 downshifts, and improves fifth-gear converter lock-up and unlock [1]. The bulletin notes that on 2012 models the ECO 1-3 and normal-mode 2-3 fixes were first released in bulletin 21-008-12, dated March 23, 2012 [1].
The details of the procedure matter more than the flash itself. Keep a charger on the battery so voltage stays between 13.2 and 13.5 volts, and restart the flash if it is interrupted [1]. Then, after clearing any codes the flash set in other modules, the bulletin calls for two steps from the PCM Misc Function menu in wiTECH: clear the Variable Line Pressure (VLP) counters and run the Quick Learn [1]. Skip those and the new calibration starts out running on the old learned values, and the customer comes back saying the flash did nothing.
Why VLP and Quick Learn matter on this unit
The 62TE does not use a fixed line pressure. The controller reads the pressure transducer on the solenoid block and drives the line pressure solenoid to hit a target, and it keeps counters on how that loop is behaving. TransGo puts it bluntly in its 62TE valve body kit instructions: after every repair, clear the codes and reset the VLP line pressure counter in the scan tool's special functions [4]. That applies to a flash, a solenoid block, a valve body or a whole unit.
Quick Learn matters because the TCM learns each clutch by how long the ratio takes to change after a shift command. The shift that suffers first when those values drift is the 2-3. Per ATRA's 62TE update, the 2-3, 3-2 and 4-2 are double swap shifts: two elements release while two others apply, and the synchronization has to land within 40-70 milliseconds [3]. If the underdrive compounder shifts early relative to the main box, you get a shudder or harsh shift. If it shifts late, the driver feels a double bump [3]. That is exactly the harsh 2-3 that 21-012-12 targets, and exactly what stale adaptives produce.
After the reset, the van has to be driven fully warm through every upshift and downshift, several times, before you judge it. A cold five-minute loop around the block tells you nothing.
Set the fluid level the factory way
There is no owner dipstick on these vans, so a slow cooler-line or pan weep goes unnoticed until it shifts badly. Chrysler documented the symptom on brand-new vans. Bulletin 21-046-15, dated July 14, 2015, covers 2015 Grand Caravan and Town and Country vans with the 62TE built June 19-21, 2015, for harsh shifting under heavy acceleration in hot or cold weather [2]. The repair is nothing more than checking for an under-filled transmission and topping it up with ATF+4, part 05013457AA [2].
If a factory under-fill alone can produce harsh shifts, a 140,000-mile van with a damp cooler line certainly can. Check it hot, on level ground, with the scan tool reading actual transmission temperature, using the service dipstick procedure. ATF+4 only. Fill quantities are in our 62TE fluid type and capacity guide. Look at what comes out, too: burnt fluid and friction material on the magnet mean the shift complaint has already done damage that a top-off will not reverse.
Match the shift complaint to the hardware
When the ECON button, codes, software, VLP reset, Quick Learn and level are all ruled out, let the specific complaint point at the part.
Clunk on a coast-down: 6-5 or 3-2
TransGo lists a coasting 6-5 underdrive apply clunk and a 3-2 low/reverse apply clunk among the conditions its 62TE kit corrects, alongside overheating, drainback and delayed engagement [4]. Its valve body work replaces the pressure regulator valve and spring and the torque converter regulator valve and spring, to stabilize main pressure and stop drainback from bore wear [4]. It also warns not to change the accumulator springs, and to inspect plastic accumulator pistons where the springs contact them [4]. If the van clunks at 10-15 mph as it rolls to a light, the valve body regulator circuit is the place to look.
Chugs or stalls at a stop: the TCC solenoid
A converter clutch that stays applied at a stop drags the engine down like a manual car with the clutch out. TransGo's tech tip is direct: if the unit "chugs or kills" the engine at a stop, the TCC solenoid is bad [4]. It also notes the factory solenoid retainer breaks often, and that a failed TCC solenoid can come out of position and cause slipping or no forward movement [4]. ATRA lists P2764, TCC stuck on, as the most common code on its hotline for the 62TE and calls for replacing the TCC solenoid, part 5169313AA [3]. TransGo adds that TCC slip codes and pressure switch rationality codes can come from a worn solenoid switch valve bore in the valve body [4], so measure that valve before you blame the solenoid a second time.
Flare or slip on the 1-2, with P0792 or P0735
The 1-2 is the compounder changing modes. ATRA calls ring land wear on the compounder low clutch drum the most common 62TE failure, gives the original drum a 100 percent failure rate, and lists P0792, P0735, no line rise and a slipping 1-2 as the symptoms [3]. The fix is the aftermarket drum with a steel insert, and ATRA says to check the direct clutch housing snap ring groove at the same time [3]. On the bench, ATRA's clearances are 0.037-0.056 in. on the direct clutch and .018-.029 in. on the low clutch [3]. TransGo recommends a 20-25 psi air check of the direct and low clutch sealing rings and pistons, with a squirt of ATF in each circuit first; if a circuit will not hold at that low pressure, do not install the transmission [4]. Our Town and Country slipping guide covers this in more depth.
Stuck in one gear right after an overhaul
This one is on the builder. Transmission Digest described a 2013 Town and Country 3.6L that went into limp mode immediately after overhaul with P0732 (second gear ratio), P0735 (fifth gear ratio), P0792 (compounder speed) and P1790 (fault after shift) [6]. The shop replaced the direct drum and piston with aftermarket parts, then OEM parts, and nothing changed. The real cause was that the direct clutch's non-removable captured check balls had fallen out of the valve body transfer plate [6]. The factory uses those balls to pressure test the clutch circuits, and once they are gone the circuit cannot seal. Replacing the valve body fixed it [6].
Before you chase that, rule out the most common builder error ATRA sees: the solenoid block seal installed upside down, which blocks the 2/4 clutch circuit and gives bad shifts into second and fourth [3].
The repair, by what you found
| Finding | Repair |
|---|---|
| Skips second, sluggish, early TCC, no codes | Turn off the ECON button and road test again [5] |
| Harsh 1-3 in ECO, harsh 2-3 normal, 1-2 back-out clunk; 2011-2013 3.6L built before 9/26/2012 | PCM flash per 21-012-12 Rev. B, clear VLP counters, Quick Learn [1] |
| Harsh shifts under heavy throttle | Check and correct level hot with ATF+4 [2] |
| Coast-down 6-5 or 3-2 clunk | Valve body: pressure regulator and converter regulator valves [4] |
| Chugs or stalls at a stop, P2764 | TCC solenoid 5169313AA; check retainer and solenoid switch valve bore [3][4] |
| 1-2 flare, P0792 / P0735 | Steel-insert low clutch drum, inspect direct clutch housing [3] |
| Limp mode after overhaul, P0732/P0735/P0792/P1790 | Check captured check balls and solenoid block seal [3][6] |
After any repair, clear codes in every module, reset the VLP counters, run the Quick Learn and road test hot until every shift has updated [1][4]. That last drive is part of the job, not an optional extra.
Shop the part for this fix: 62TE shift solenoid block pack
When the scan data points at the solenoid block, with pressure switch codes, line pressure faults or a VLP counter that will not stay clear, this CoreTransmissionParts block pack replaces the solenoid block as one assembly for the Town and Country 62TE.
View the 62TE solenoid block pack at CoreTransmissionPartsLooking for something else? Browse rebuild kits at CoreTransmissionParts.
Need parts for this job?
Our 62TE parts page has solenoid block packs, TCC solenoids, valve bodies, shift kits, rebuild kits and ATF+4 service kits that fit the Town and Country, all on our own checkout. Not sure which fluid goes where? See the transmission fluid spec chart.
FAQ
Why does my Town and Country skip second gear and feel sluggish?
Check the ECON button first. Transmission Digest documented a 2012 Town and Country 3.6L that went 1-3, skipped second and applied the converter clutch early with no codes, and it shifted normally the moment the green-leaf ECON button was turned off. There is no matching warning on the cluster, so it is easy to miss.
Is there a software fix for Town and Country harsh shifts?
Yes. Chrysler bulletin 21-012-12 Rev. B reflashes the PCM on 2011-2013 Town and Country vans with the 3.6L and 62TE built before September 26, 2012, for a harsh 1-3 upshift in ECO mode, a harsh 2-3 in normal mode and a 1-2 clunk after a throttle back-out. The procedure ends with clearing the VLP counters and running Quick Learn.
Why does my Town and Country stall or nearly stall when I come to a stop?
A converter clutch that stays applied at a stop will drag the engine down. TransGo's 62TE kit instructions say that if the unit chugs or kills the engine at a stop, the TCC solenoid is bad, and they note the factory solenoid retainer breaks often. ATRA lists P2764, TCC stuck on, as the most common 62TE hotline code.
Why did my Town and Country go into limp mode right after a transmission rebuild?
One documented cause is the direct clutch captured check balls falling out of the valve body transfer plate. Transmission Digest describes a 2013 Town and Country 3.6L that set P0732, P0735, P0792 and P1790 after overhaul and was fixed only when the valve body was replaced. Also confirm the solenoid block seal is installed right side up.
Related guides
Sources
- Chrysler Group LLC, Service Bulletin 21-012-12 Rev. B, "Flash: Transmission Shift Quality Improvements," November 29, 2012 (also RRT 12-069), 2011-2013 RT Caravan/Town and Country with 3.6L (ERB) and 6-speed (DG2) built before September 26, 2012. Backs the harsh 1-3 ECO, harsh 2-3 normal and 1-2 back-out clunk symptoms, the 21-008-12 note, the shift schedule and fifth-gear lockup changes, repairing DTCs first, the 13.2-13.5 V charger rule, and clearing the VLP counters and running Quick Learn. static.nhtsa.gov (PDF)
- FCA US LLC, Service Bulletin 21-046-15, "Low Transmission Fluid Level," July 14, 2015 (also RRT 15-075), 2015 Grand Caravan/Town and Country with the 62TE (DG2) built June 19-21, 2015. Backs harsh shifting under heavy acceleration from an under-filled unit and the check-and-fill repair with ATF+4 05013457AA. static.nhtsa.gov (PDF)
- Mike Souza, ATRA Senior Research Technician, "62TE Update" technical webinar. Backs the 2-3/3-2/4-2 double swap shifts and 40-70 ms window, early-shift harshness and late-shift double bump, low clutch drum ring land wear with P0792/P0735 and 1-2 slip, the direct clutch housing groove, the compounder clutch clearances, P2764 and TCC solenoid 5169313AA, and the upside-down solenoid block seal. atracom (PDF)
- TransGo, SK 62TE-A shift kit instructions (fits 62TE 2007-on), 2026. Backs the VLP line pressure counter reset after every repair, coasting 6-5 UD and 3-2 L/R apply clunks, the PR and converter regulator valve work, the accumulator spring warning, the TCC solenoid chug/stall tip and broken retainer, the solenoid switch valve bore and the 20-25 psi air check. res.cloudinary.com (PDF)
- LJ Porter, "R&R Tech: 62TE transmission not shifting correctly," Transmission Digest, November 2021. Backs the 2012 Town and Country 3.6L that skipped second, shifted early and applied the TCC early with no codes, and the ECON button as the cause. transmissiondigest.com
- Transmission Digest, Transmission Tech/Talk, "FCA 62TE slipping in second and fifth." Backs the 2013 Town and Country 3.6L post-overhaul limp mode with P0732, P0735, P0792 and P1790, and the missing direct clutch captured check balls. transmissiondigest.com