You’ll need to take it to a shop specializing in automatic transmission to get it diagnosed properly. If you are out of warranty, I would not suggest taking it to a dealer as they would likely tell you you need a new transmission.

Here's a thread for reference though:
https://www.cumminsforum.com/threads/p2704.1278721/

In particular, this post:
https://www.cumminsforum.com/threads/p2704.1278721/post-14353745

 

Welcome to the Forum, from Cave Creek AZ.

 

Thanks for the warm welcome, Old Dogger! And thanks H3br3wHamm3r for the advice. This sounds really bad ... I still got some used car warranty left but it covers only 60% so I guess I get it to a specialist ASAP. Anyone in this forum had the same fault code and would like to share the experience?

 

@MarcusSwitzerland
you have a 5-45RFE transmission. It uses floating pistons with variable volume to compensate for clutch wear.
Probably you nees someoe with a StarScan or Witech scan tool . I am not sure if Jscan is capable of doing that.
First check the fluid level - idling in park
Check clutch fill indexes for all clutches. Then do a Quicklearn function thru scan tool and check the fill indexes again.
This error sets when CVI for 4C clutch falls below 5 after 3-4 upshift.
I do not want to post a full FSM so more on that see here

But can be more than one thing.
Quite often broken accumulator spring or bent spring cover/stripped bolts on valve body or faulty solenoid assy - both are easy to check, no need to remove trans
Leak in valve body - worn piston, worn holes, broken spring..... no need to remove the trans but needs someone who knows his job

Broken snap ring on 4th piston return spring - removal needs disassembly of trans
or something other

 

Hi skjeep1, this is good advice. Doing another google search with the full phrase took me here:
https://s3.amazonaws.com/jeepwranglerjk2010/7c037b57.html
So, as P0876 is not present, I probably try this first:

3. 4C CLUTCH CIRCUIT LEAKS IN THE VALVE BODY

Turn the ignition off to the lock position.
Remove the transmission oil pan per the Service Information.
Remove the valve body per the Service Information.
Check condition of the 4C accumulator springs.
Look for possible leak paths into the 4C clutch hydraulics circuit within the valve body.

After deletion of P2704 it didn't show again, so it might have to do with the heavy driving during the last weeks (lots of mountains and lots of traffic jams on the highways in France). I just hope that the guy I trust with my cars knows anything about Chrysler transmissons ...

 

@MarcusSwitzerland
buy this
If you look at the kit you will see the metal plate - that is the spring holddown. The OEM one is thin and weak and tends to bend and strip the bolts. That can lead to various problems including yours. So drop the pan, remove both filters remove the valve body, inspect the magnet and pan for excessive wear and sludge+ look for damaged broken snap ring. If so, then you need to remove the trans. If acceptable, procees with install of the transgo kit. You will install only a part of it - just the valvebody parts. If you want to install also the pump parts you need to remove the trans.Replace both filters, fill with ATF4+, warm the trans, do a quicklearn via scan tool ......

 

"The OEM one is thin and weak" - why are car manufacturers always penny-pinching with parts that can cause damage going into the thousands? I had a look at the Transgo kit, it looks solid and has a reasonable price tag. I will order one today via Ebay (need it shipped to Europe which will add a couple of weeks delivery time ). Many thanks again skjeep1! By the way: Is there a list of weak OEM parts (or crap) that should be replaced by properly engineered and well manufactured aftermarket parts? I'm actually looking at turbo hoses right now ...

 

If you wish i have transgo shift kits on stock. Slovakia, Europe. Schweiz is about 3-4 days via GLS
With turbo hoses go with Tomgan or SAMCO motorsport silicone ones. Beware of chinese counterfeits.

With your particular car, i´d do an engine ECU remap.The factory tuning is a tragedy. The engine is an italian VM Motori, ECU is the EDC family from Bosch.
It is mated to US transmission with brute lack of any respect to the components. As a result you have an extreme gas pedal lag and no torque management.
You know that feel that you push on the pedal and nothing happens. So you push more and suddenly it just hops to front with no control. Specially in low range
Second problem is the lack of proper torque management for the trans. Chrysler/Jeep probably bougth the ECU as a black box with no tune. So the TOD (torque on demand)
is based on TCU only. Your torque converter can handle up to 450nm when locked. The engine is detuned to 410nm but is capable of a quite bit more.
In an unlucky event of full torque and locked TC it puts a stress on the TC lockup clutch and can lead to damage. Because if you look at the TOD curve in the engine ECU, there is just a plain line Both of these are easily curable

 

Are you based in Slovakia? Not too far and I have some time off in October or November ..

 

why not

 

@MarcusSwitzerland - Hey there! I'm based in Fribourg, and own a 2007 Sahara JKU. I've got the same issue you have. I've had quite a few problems over the last few years with the Jeep. I love the car but damn it can be a nightmare. Let me know if you're interested in having a chat about all of this.

Regarding the transmission problem, I'm considering replacing the stock transmission as from what I've calculate would be cheaper in the long run.

Remanufactured 545RFE Transmissions: Specs & Updates

www.transmissionrepaircostguide.com

 

Welcome to the Forum, from Cave Creek AZ.