New to the site and first time to post. Sorry this may be a long one. I have a small dealership and recently purchased a 2014 Patriot with the 6 speed automatic transmission from an auction. It has 78k miles. The transmission shifts perfect from 1st to 2nd but revs up pretty bad between all other shifts. Warranty expired June 2018. I took it to the Jeep dealer and they said the transmission was bad. They also said that was the first one they’ve seen with an issue. I replaced it with a salvage yard transmission and have the exact same issue. My mechanic can take his scanner and reset the parameters and it will shift perfect for about 5 drive cycles but the longer you drive it the worse it gets. 3rd to 4th shift will actually rev to the limiter if you don’t let off for it to shift. I have replaced the TCM and ECM which made no improvement. I found the previous owners name and contacted them. She advised that she was rear ended months ago and the transmission was never right since. She had 3 transmissions put in it before giving up. She sent pics of the damage. They replaced the left rear quarter panel, wheel and tire, shock, control arms and suspension cross member. I have taken out the interior panels on the left rear and searched for broken wires and loose grounds. I also replaced the left rear hub assy and speed sensor just to make sure there wasn’t an issue there with the signal to the ECM. I’ve had it to multiple dealers and transmission shops but no one can figure it out. Doesn’t make sense to me that a rear end collision would affect a front wheel drive transmission but that is the story I’m getting. Just hoping someone may have some ideas before I give up also. Sorry for the long post. Thanks for any advice.
Tmbwn123
My last 2005 Caravan (4 cyl., 4 speed auto tranny) had the transmission fail about 6 months after a head-on collision repair (100,000 miles). I had the tranny rebuilt at a very reliable local shop....it really was broken (they showed me broken parts)....story to follow.
After repaired, the tranny "seemed" to start intermittent slipping on long highway drives. There were no codes thrown. The company rebuilt the tranny again. Same problem again. This time they replaced the tranny with another rebuilt one from somewhere else. Same problem....."slipping tranny". Frustrated (all of us), the owner went on a one hour road trip with me to witness the problem, with a scan tool connected to view live data. NO codes were thrown on this intermittent problem.
The problem ended up being a $30 throttle position sensor (TPS) that was sending bad signals to the computers and causing the transmission to increase rpms (slipping feel). Ugh. Maybe your service garage is similarly missing something more simple and obvious. It happens.
https://www.google.com/search?clien.....0.0..0.116.694.4j3......0....1..gws-wiz.......0i71j0i22i30j33i160.YiTP-qaPLLI
"This sensor's input signal along with the vehicle speed sensor are used by the TCM to provide optimal shift timing. ... This is because a faulty TP sensor will cause erratic shift timing and affect torque converter engagement. "
After repaired, the tranny "seemed" to start intermittent slipping on long highway drives. There were no codes thrown. The company rebuilt the tranny again. Same problem again. This time they replaced the tranny with another rebuilt one from somewhere else. Same problem....."slipping tranny". Frustrated (all of us), the owner went on a one hour road trip with me to witness the problem, with a scan tool connected to view live data. NO codes were thrown on this intermittent problem.
The problem ended up being a $30 throttle position sensor (TPS) that was sending bad signals to the computers and causing the transmission to increase rpms (slipping feel). Ugh. Maybe your service garage is similarly missing something more simple and obvious. It happens.
https://www.google.com/search?clien.....0.0..0.116.694.4j3......0....1..gws-wiz.......0i71j0i22i30j33i160.YiTP-qaPLLI
"This sensor's input signal along with the vehicle speed sensor are used by the TCM to provide optimal shift timing. ... This is because a faulty TP sensor will cause erratic shift timing and affect torque converter engagement. "
I think you're right on the speed sensor, it's inside the valve body cover.
Maybe a scanner that can monitor various sensors "live" while you're driving would narrow it down.
Don't know if you have a set of service manuals or not, but if you need/want a set (w/ 6 speed info) you can download them here; https://www.jeeppatriot.com/forum/5...122-2007-2016-jeep-compass-patriot-service-repair-workshop-manual-download.html
Maybe a scanner that can monitor various sensors "live" while you're driving would narrow it down.
Don't know if you have a set of service manuals or not, but if you need/want a set (w/ 6 speed info) you can download them here; https://www.jeeppatriot.com/forum/5...122-2007-2016-jeep-compass-patriot-service-repair-workshop-manual-download.html
I don't know why you've thrown so much money at this problem. A scan tool with live data would be all you need to check wheel sensor data etc without having to swap parts.
No codes would probably be because you swapped so much stuff and it hasn't had a chance to run the on board tests.
You said your garage was a small one, if I were you I'd take it to a Chrysler dealer with qualified techs and not just any garage. This sounds like something that live data and active tests could easily pin point with the proper scan tool.
No codes would probably be because you swapped so much stuff and it hasn't had a chance to run the on board tests.
You said your garage was a small one, if I were you I'd take it to a Chrysler dealer with qualified techs and not just any garage. This sounds like something that live data and active tests could easily pin point with the proper scan tool.
The shop I use has all the diagnostic equipment available I’m pretty sure. They have monitored all the speed sensors while driving and everything looked good. They are the ones that could pull over to the side of the road and reset the transmission parameters which made it shift correctly for a few drive cycles. The Chrysler dealer is who originally told me the transmission was bad. After replacing it and not being any better I took it back to them and they think this transmission is bad also. Since it does the exact thing as the other I don’t believe that’s the issue. Especially after learning the previous owner put several transmissions in it also. Even when I got the vehicle there were no history codes.
I replaced the left rear speed sensor out of desperation I guess. When the previous owner said the transmission issue started after the accident I was just trying to eliminate a possible intermittent problem with the sensor where the vehicle was hit. Thank you for all the input. I’ll keep trying to figure out what to do. All the mechanic shops, transmission shops and dealers have pretty much given up and told me to take it to the auction and get rid of it.
Apart from TRS being faulty, could be trans fluid level, fluid pressure, clogged filter, or even just a stuck valve.
A bad wheel speed sensor would quickly pop a MIL as well as the traction and ABS lights.
Are you sure that your garages scanner is able to read all manufacturer specific transmission codes?
A bad wheel speed sensor would quickly pop a MIL as well as the traction and ABS lights.
Are you sure that your garages scanner is able to read all manufacturer specific transmission codes?
Yes, they can read all related info but I also had it to the Chrysler shop twice. After keeping it for a couple days they still say it’s a bad transmission. But since I’ve replaced it once and the previous owner replace it multiple times with no improvement I don’t believe it’s a bad transmission. There isn’t a transmission speed sensor mounted external so if it has one it would be internal and have been replaced with each transmission. The transmission shop and dealer have checked the fluid and say it’s where it needs to be. I keep going back to the previous owners story that the transmission never acted up until she was rear ended but I can’t find anything that could be related to the accident.
Do you know whether or not this procedure was followed?:
https://www.atsg.us/atsg/blog/a6speedfromkorea/
...Another nice aspect to this transmission is the ability to perform TCM re-learn procedures. Other than the first to second shift, all other shifts are synchronized. This makes TCM re-learn critical towards having quality clutch to clutch shifting. When shift shock or flare occurs, or parts related with the transaxle are replaced, TCM learning should be performed.
In the following cases, TCM learning is required:
Transaxle assembly replacement
TCM replacement
TCM upgrading
TCM Re-learn steps:
ATF temperatures must be between 60 - 115°C (140 - 239°F) during all relearn procedures
1. The Stop or Stationary learning procedure re-learns garage shifts into gear.
With foot on the brake and 0% throttle opening, shift into Neutral for 3 seconds. Then place the selector lever into Drive and hold for three seconds.
Repeat this shift pattern four times or more all the while keeping your foot on the brake.
2. The Drive learning procedure is as follows:
Drive the vehicle through all gears in the D range.
Drive from stop to 1st to 2nd to 3rd to 4th to 5th to 6th with keeping up shift throttle opening fixed at 15 - 30%.
Down shift from 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st.
Repeat the above driving pattern four times or more.
====
If all else fails, you could try contacting ATSG, they might be able to help you sort it out.
https://www.atsg.us/atsg/blog/a6speedfromkorea/
...Another nice aspect to this transmission is the ability to perform TCM re-learn procedures. Other than the first to second shift, all other shifts are synchronized. This makes TCM re-learn critical towards having quality clutch to clutch shifting. When shift shock or flare occurs, or parts related with the transaxle are replaced, TCM learning should be performed.
In the following cases, TCM learning is required:
Transaxle assembly replacement
TCM replacement
TCM upgrading
TCM Re-learn steps:
ATF temperatures must be between 60 - 115°C (140 - 239°F) during all relearn procedures
1. The Stop or Stationary learning procedure re-learns garage shifts into gear.
With foot on the brake and 0% throttle opening, shift into Neutral for 3 seconds. Then place the selector lever into Drive and hold for three seconds.
Repeat this shift pattern four times or more all the while keeping your foot on the brake.
2. The Drive learning procedure is as follows:
Drive the vehicle through all gears in the D range.
Drive from stop to 1st to 2nd to 3rd to 4th to 5th to 6th with keeping up shift throttle opening fixed at 15 - 30%.
Down shift from 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st.
Repeat the above driving pattern four times or more.
====
If all else fails, you could try contacting ATSG, they might be able to help you sort it out.
Dealers deciding that two or more transmissions in a row are bad is what causes many people to talk crap about the CVT. Mostly because they don't understand it, and more often than not this happens because somebody diagnosed the wrong problem, maybe because of a falsely bad reputation the CVT already has, maybe because they're just idiots. Depends on the techs, really.
And yes I know this whole thread is about the afterthought transmission. I'm making a point to that end, was just providing some background to my insight here, so no need for the posts from folks who only read what they wanna see in my posts.
So, to the point, the dealer likely as not figured something wrong. Maybe to get the $$$ for a new transmission, maybe because they actually didn't know what they were talking about, maybe they didn't think to check other possibilities as to what it might be. Given that repair and maintenance info for the 6F24 isn't as readily available as it is for the CVT, due to everybody fawning over the supposed reliability of the thing, I'd say check everything, just in case. If nothing else it'll at least give you extra insight into repair/maintenance procedures for your transmission, and into the basic operations of it as well. Good info to have for any vehicle.
And yes I know this whole thread is about the afterthought transmission. I'm making a point to that end, was just providing some background to my insight here, so no need for the posts from folks who only read what they wanna see in my posts.
So, to the point, the dealer likely as not figured something wrong. Maybe to get the $$$ for a new transmission, maybe because they actually didn't know what they were talking about, maybe they didn't think to check other possibilities as to what it might be. Given that repair and maintenance info for the 6F24 isn't as readily available as it is for the CVT, due to everybody fawning over the supposed reliability of the thing, I'd say check everything, just in case. If nothing else it'll at least give you extra insight into repair/maintenance procedures for your transmission, and into the basic operations of it as well. Good info to have for any vehicle.
OP has the 6F24 conventional, Ignatz. Any 2014+ with 2.4L and autostick was that very afterthought transmission.
I mentioned the CVT, as stated in my previous comment, because of my knowledge of that and the fact that with it the dealers often replace multiple transmissions for a problem that could be fluid level, wrong fluid, or even something completely unrelated like the AC unit. This is, as also stated, why I recommended having everything checked. The only thing a bumper-to-bumper nut and bolt checkup could possibly hurt is the owners wallet, if enough problems are found.
I mentioned the CVT, as stated in my previous comment, because of my knowledge of that and the fact that with it the dealers often replace multiple transmissions for a problem that could be fluid level, wrong fluid, or even something completely unrelated like the AC unit. This is, as also stated, why I recommended having everything checked. The only thing a bumper-to-bumper nut and bolt checkup could possibly hurt is the owners wallet, if enough problems are found.
Sorry, forgot my password and just getting logged back in. No luck with my Patriot. I purchased a new TCM and same story. The transmission shifted perfect for a few drive cycles and then went right back to before. So apparently there is something in the adaptives that’s giving the TCM bad info and causing it to command the transmission to shift incorrectly. I’ve had it to multiple transmission shops and repair shops but no one can figure out the issue. The dealer still says bad transmission which can’t be possible. I took it to a local shop that uses hp tuners software. He thought that he could reset the parameters and disable the adaptives causing the transmission to shift correctly. I’m pretty sure that would work but hp tuners doesn’t have the 2014 Patriot available in their software. They can add the PCM but not the TCM. So I’m still in the same situation and have no idea what else to try.
Long shot, but I'm curious if the ECU/Throttle re-learn procedure has any effect:
https://www.jeeppatriot.com/forum/1...gine-drivetrain/42689-ecu-re-learn-procedure-without-disconnecting-battery.html
If doing a throttle re-learn makes it work for a while, wonder if there's something wrong with accelerator.
https://www.jeeppatriot.com/forum/1...gine-drivetrain/42689-ecu-re-learn-procedure-without-disconnecting-battery.html
If doing a throttle re-learn makes it work for a while, wonder if there's something wrong with accelerator.
Well, at least you're getting preventative maintenance for other things out of the way while you figure this out.
A thought just came to me though....is it at all possible that somebody goofed and trained your Jeep's computer to work a CVT instead of a conventional? Idk if that'd work, or how, or if it'd cause your particular issues. Just brainstorming a little.
A thought just came to me though....is it at all possible that somebody goofed and trained your Jeep's computer to work a CVT instead of a conventional? Idk if that'd work, or how, or if it'd cause your particular issues. Just brainstorming a little.
Other than the trashy cvt transmission, is it possible to put a regular 6 speed automatic with the 2.4 L motor that came with the cvt originally?
It's been done, there's a thread in here about it, but it's ALOT of effort. Just maintain what you got, I'd say. CVT seems trashy to so many, but if you keep it maintained it works pretty well.
Main problem is nobody wants to maintain their stuff anymore, and next worst is the bad reputation the CVT gets just because it's different,....
.........which causes so many to jump at any problem that MIGHT be the CVT but probably isn't,.............
.........which when a transmission replacement under the Chrysler/JATCO contract's replace-only contract doesn't fix their problem(which could just be wrong fluid level, or a bad AC unit, or bad spark plugs), they trash a perfectly good vehicle and go online to spread even more bad reputation about the CVT,...........
.....which causes even more people to think it's not worth buying because they read so many negative, and often misinformative, reviews. And so the cycle continues.
Main problem is nobody wants to maintain their stuff anymore, and next worst is the bad reputation the CVT gets just because it's different,....
.........which causes so many to jump at any problem that MIGHT be the CVT but probably isn't,.............
.........which when a transmission replacement under the Chrysler/JATCO contract's replace-only contract doesn't fix their problem(which could just be wrong fluid level, or a bad AC unit, or bad spark plugs), they trash a perfectly good vehicle and go online to spread even more bad reputation about the CVT,...........
.....which causes even more people to think it's not worth buying because they read so many negative, and often misinformative, reviews. And so the cycle continues.
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
