The KL Cherokee introduction was delayed a few months until they could get the 9-speed TCM software right. We were under contract with ZF Friedrichshafen AG and were stuck with their design under the rules of the contract. We could only do TCM software changes (external) to try & mask or filter shift concerns. Other users of this transaxle were in the same boat, like Land/Range Rover & Honda/Acura.

The 2014-2015 units were granted an extended warranty.

21-025-19 Chrysler Technical Service Bulletin

21-025-19 Chrysler Technical Service Bulletin

www.tsbsearch.com

Technicians weren't allowed inside the gearbox until a snap-ring recall.

Is Fixing the 9 Speeds Just a “Snap?”

Yesterday, Allpar learned more about FCA’s fix for its new nine-speed, ZF-based transmission. Allpar contributor ImperialCrown wrote: There is a snap ring that can fracture and is being replaced in the field. It does not differ visibly from the original snap ring. The latest software flash is...

www.allpar.com

For the 2016 model year, we bought the rights to the ZF-9 to produce it at Kokomo & change internal hardware which drastically improved the unit & got most of the gremlins out.
After the latest & greatest flash, a quicklearn & a PROXI alignment, my 2016 ZF-9 has shifted as smooth as butter. Behind a 3.6L with AWD in a 4000 lb (1800 kg) car, it has so far been an entirely pleasing & capable transaxle.

 

My son has a '16 Cherokee Trailhawk with the 3.2L/9-speed. No transmission problems to date. I think it was primarily the 4-cylinder versions that had the most issues.

 

No problems to report on 3.6/9 speed 2017 pacifica. They seem better hooked up to the 3.6/3.2 is my hunch.

 

Two of my daughters each have a Pacifica. Every once in a while they experience a very noticeable clunk in the transmission while driving. Dealer says it's "normal". No failures yet but really. Normal ?

 

The ZF 9-speed on my brother’s 2015 Renegade croaked the same week the factory warranty expired. Because it was a sealed unit it could not be repaired; the dealer wanted to put a brand new transmission on a three year old vehicle with 36,000 miles.

That transmission was the last straw; he and his wife finally left Jeep/FCA/Stellantis after being loyal customers for many decades. They are now the happy owners of a Ford Bronco Sport. That transmission is also the main reason I won’t buy a Renegade, a 500X, a Compass, a Honda or anything else with it.

 

5 years of ownership with our 2018 Renegade Latitude 46k and not one issue with our ZF 9-speed now the power from the mighty 2.4l Tigershark is a different animal all together but our Renegade has been quite nice, it has a few quirks but otherwise it has been awesome little vehicle to do our daily things in. It is still drives like new no concernable issues. We picked up 3 mpg on the freeway by switching from Kumho Tires to Yokohama AVID GT. We wouldn't be scared to purchase another one.

 

I had two 2018 models, a Cherokee and a Renegade. Both 2.4 AWD. At low speeds the transmissions could downshift very roughly.
Dealer made sure they had all the updates, but nothing fixed that.

 

IC wrote that they changed the internals quite a bit for the 2016-17 models to improve reliability.

 

The 21 Compass rental we had for three months was trouble free. It had 35k miles on it. The 9sp was okay, but it is not anywhere close to the 8sp in my GC. They need a unit in their FWD/AWD platforms that performs like it does. 8speeds IMHO is the sweet spot for autos.

 

The 8 speed I have in my 20 Durango is the nicest shifting auto I have ever had and I've been driving a long time .

 

I very rarely hit 9th. I can manually paddle upshift to 9th above 62 mph (100 kph), but any slight headwind or incline & it goes back to 8th. It says 'Shift not allowed' if I try to upshift to 9th at a lower speed.
The top 4 gears are overdrives.

 

I very rarely hit 9th. I can manually paddle upshift to 9th above 62 mph (100 kph), but any slight headwind or incline & it goes back to 8th. It says 'Shift not allowed' if I try to upshift to 9th at a lower speed.
The top 4 gears are overdrives.

9th gear just has very low efficiency so there is little benefit to running there. The dog clutch on the trans was a big pain, it required power on downshifts which hurt fuel economy (label). The Pacificas I had on lease had no issues with driveability, but they were 18+ MY.

 

Mine was a 2018, extremely rough low speed downshifting at times. Beyond that several audio system errors.

For about a month I had a 2021? Anniversary Edition Renegade and it was nicely appointed. It still shifted nice but then the 2018 did until about 18k miles.

 

We had purchased a new 2015 Jeep Cherokee 3.2L/9 Speed 4x4, and it was fine but not exactly what my wife wanted (Latitude). After one year, we traded up to a 2016 Jeep Cherokee Limited, added leather seats and chrome wheels, otherwise similar to the 15. While we didn't have problems with the 2015, the 16 does noticeably shift better than the 15 ever did. It was a definite upgrade. And, now, we have over 100,000 miles on the 2016 and no issues with the transmission. We did have one coil replaced under warranty (started missing one day, wife took to dealership, they repaired within one day). Other than that, just oil changes, brakes and tires. Very reliable Jeep and my wife loves her Cherokee.

 

Ninth gear being useless makes it sound to me like someone chose the wrong axle ratio... or maybe insufficient aerodynamics?

 

Yeah I always wondered about that myself. Why make a 9sp if it never gets used.

 

My jeep has 140,000+ on it and the 9sp has not been touched. The dealer wants to do a service on the trans. Should I have it done?

 

That's more-so a preference. Fill-For-Life is kind of a lie, but most also people do services well before a manufacture recommends it, even if they don't. Honestly, it's up to you. You could choose not to change the fluid/filter, and it might last longer. You can have it changed, and it might last even longer. Fresh fluid can do bad and good things.
If it makes you feel better (it 100% won't 😂), I'd do one on my Jeep. Granted, it's the Hyundai transmission, but I beat the snot out of that thing, and she keeps going.

 

... because in some cars it will be used, and it's cheaper to make it always nine speeds.

 

Plus CAFE, you may never trigger 9th, but the test does.

 

the 9-speed has been great in my Chrysler Pacifica. I've liked it a lot more than the Chrysler 62TE, which has shifted like garbage in a few vehicles I've owned.

Chrysler partnering with ZF is probably one of the smarter things they've done. They made a mistake partnering with JATCO for a bit (those CVTs were garbage). The other transmission deals (Hyundai and Aisin) have been OK.

 

my 2016 Caravan the 6 speed has been smooth as silk.

 

I plan on a driveline fluid change at 60K miles (100K km), if only for peace-of-mind & to establish a baseline for wear.
Synthetics have allowed us to have 'Forever fluids'. Use fluids that meet the FCA 'MS' specs.

The 9-speed is a fluid-only service. The filter is accessed through the bell-housing, necessitating unit removal.
A dipstick can be made with a zip-tie. Fluid level changes with fluid temperature.

 

I plan on a driveline fluid change at 60K miles (100K km), if only for peace-of-mind & to establish a baseline for wear.
Synthetics have allowed us to have 'Forever fluids'. Use fluids that meet the FCA 'MS' specs.

The 9-speed is a fluid-only service. The filter is accessed through the bell-housing, necessitating unit removal.
A dipstick can be made with a zip-tie. Fluid level changes with fluid temperature.
View attachment 96484

View attachment 96485

I noticed that this chart has levels significantly higher than other charts on the Internet, like gears magazine and the Haynes manual video on YouTube. It’s not a small difference. It’s approximately 10mm higher at each temperature on the chart. I wonder why.

 

From my perspective, the ZF 9 speed isn't bad, it just wasn't programmed correctly when combined with a 2.4 lethargic engine. Overall we have experienced great fuel mileage, which was the reason I choose the 2.4 over the 3.6 at the time of purchase.
Ours is a 2015 Chrysler 200S and is a very early production unit, assembled in April 2014 and we purchased it in June 2014. Been a great car for us. The trans is orginal, and all recalls and updates have been performed. It still shifts like crap, at times it can random. Just had the latest recall, the U90, which replaced forward maniverter and O2 sensors, along with updates to the PCM and TCM.
Shifting is different, but hard to tell as our car always shifted hard when cold. The 4-5 shift can clunk at times.
As for 9th gear, I have only seen it on interstate travels when the speed reached over 70mph.
Mileage today is just coming up on 144,500.
Personally I feel many of the problems are driver related as people tend to assicate how their old car ( transmission ) shifted and performed, and they expect the same from any new car. That isn't the case.
These 9 speeds are "different" !

 

The U90 is very likely the latest & greatest software for the PCM/TCM. The intent of the software update was for the new catalytic converter.
A Quicklearn & PROXI may help with the harsh 4-5 shift.

 

The U90 is very likely the latest & greatest software for the PCM/TCM. The intent of the software update was for the new catalytic converter.
A Quicklearn & PROXI may help with the harsh 4-5 shift.

Sadly, I have asked to have the service performed previously. During the W84 recall service I even told them I would pay for them to perfrom the proxi. The quick learn was supposed to be included on the recall, I believe. The mechanic even came over and told me no need to pay for the service, as it was included.
The transmission never shifted any better, or worse then before. The fuel mileage dropped with this recall and oil consumption decreased.
I have become used to this transmission and it hasn't failed me yet.
After the W90 recall, I have noticed a different shift quality. However I would need to wait until the winter cold months to find out if anything has really changed. Cold shifts have always been hard.

 

I'm leasing a '21 Cherokee with 2L turbo, and will add that the 9hp in my SUV "usually" shifts okay. However, it sometimes will deliver a very clunky/jerky downshift when pulling up to a stop, typically the 2-1 shift. The 1-2 upshift can also be abrupt when the tranny is cold, or at light throttle. Put your foot in it, and the trans is pretty smooth overall when upshifting. As far as I can tell, the ONLY time mine goes into the 9th ratio is when I manually put it there on the highway, never automatically. So, generally speaking I've had a decent experience with the 9hp in my Jeep.

I do have a question for ya'll. What trans is Jeep using in the '23 compass? They apparently ditched the 9hp for an 8 speed unit. Is it a Hyundai box??

 

It’s sad to see that rough 1-2, 2-1 is still around . My 2018 Cherokee had it bad. The only time it went away was when it had a recall that required everything be reset when a new module was installed . It soon came back.

 

It is a Hyundai-sourced unit replacing the previous Hyundai 6F24. It has a conventional & an electric oil pump to provide immediate launch from an ESS stop.
The TrailHawk gets different final drive gearing. 1st gear is a 'granny' ratio. The top 2 gears are overdrives.

8F30
The 8F30 transmission is an eight speed electronically controlled transmission. The transmission assembly a unique transmission oil to hydraulically actuate the elements needed for each gear range. Input torque is provided by a torque converter that drives the input shaft and the mechanical oil pump that supplies hydraulic pressure to actuate the clutches.
The torque converter also has an electronically modulated Torque Converter Clutch (TCC) to reduce slippage, generated heat, and increase efficiency when conditions warrant. The transmission also has an Electric Oil Pump (EOP) mounted externally to the case to support Engine Stop Start (ESS) functionality. During the restart event the EOP supplies hydraulic pressure to allow the transmission to respond almost immediately to launch the vehicle.
The transmission contains a differential assembly that allows for output torque to exit the transmission at different speeds to the left and right halfshafts. The transmission also has a provision for mounting the Power Transfer Unit to the right side of the differential housing. The transmission provides input torque to the PTU to allow for AWD or 4WD operation.
The Transmission Control Module (TCM) is bolted to the exterior of the transmission case, above the differential. The TCM directly controls solenoids located on the valve body to automatically upshift and downshift, control line pressure and the Torque Converter Clutch (TCC). The TCM uses direct inputs from the transmission such as the input and output speeds, transmission oil temperature, the Transmission Range Switch (TRS) as well as indirect inputs other modules to control when and how the transmission shifts. The TCM also monitors the various inputs and outputs for proper operation and reports DTCs when a failure is detected.

 

I often shift my 62TE 6-speed manually around town, as I can get into a higher gear sooner and get better gas mileage. But the 2-1 shift in Autostick mode is rough, whereas 2-1 in Drive is very smooth and virtually unnoticeable. I have no idea why, but would love to know.

 

Makes me wonder if you need to change the fluid for some reason.

 

Been this way from new, with slight changes after each update performed.
If I were to keep this car forever, that is a service I would do. However I purchased one of those lifetime service contracts Mopar offered back then. So long as I keep the car, that trans is covered !

 

We used to have the occasional harsh bump-shift in our ZF 8-speed but it seems to have gone away... I wonder if that's the programming...

 

The one thing that was kinda odd but not a big deal was this. Traveling say under 20mph, and you'd step on the gas lightly, it was in a very high gear, tach around 1k rpm. Which I thought was to high a gear, but it quickly went to a lower gear. It may just be the nature of the beast.

 

My Grand caravan runs like that in economy mode. But I can turn a button on or off.

 

I've always thought that Jeep should have setup the 9hp tranny programming such that said tranny would start off in 2nd gear while in NORMAL mode, like it does when in SNOW mode. That would really smooth out the overall low speed experience. Save first gear starts for SPORT mode.

Interesting what Dave said about the 8hp. When I had my Charger Scat, I was not fond of the super early 1-2 upshift when the tranny was cold. It made the car feel like it was stumbling into the next ratio immediately after starting to accelerate from a stop. After the trans was warmed up, the stumbly feeling went completely away. I never experienced bump downshifts with that tranny. IMO, another situation where the vehicle could have been programmed to start in 2nd gear, if the powertrain was in NORMAL mode.

 

We have a 2016 Renegade and a 2021 Cherokee and neither has had any issues or problems. Of course, people that have had a problem with something are far more likely to post than people that have not so the problem voices seem to be all that get heard. One of the big drawbacks of the internet and forums.