Question about 2008 Jeep Patriot

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On my 2008 Patriot, I cannot put my automatic transmission in drive with the Patriot started and the brake petal engaged without the Patriot surging and then stalling. It does not matter whether I put it in drive or reverse with the brake engaged without the vehicle surging and stalling. No service engine light is illuminated.

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Check with your dealer vechicle may need to have the electric throttle learn procedure done if battery has died or been disconnected

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I agree with the person above me but I have also seen the same thing happen with other vehicles and it was the torque converter the easiest way to tell is to turn the key to the on position but don't start it put the shifter in neutral get someone to give you a small push and click it to drive if you can drive fine as long as your moving but the second you stop it cuts out I would go to the dealer because more than likely you have a bad torque converter

Posted on Sep 02, 2014

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Engine starts good but not gearing up


Bad news, check your transmission fluid and if it's still there check the viscosity ( thickness ) if the fluid is thin and and spells burnt. It could be yout torque converter. If the transmission doesn't engaged, it could be your torque converter, let's hope otherwise your transmission is jacked! Means $.

Mar 19, 2015 | 2007 Jeep Patriot

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Car surging


Is the car equipped with the Automatic Transmission?
If so, read on.
Otherwise skip to the end and answer some questions.

POSSIBLE SCENARIO:
I have observed a condition where my car surges slightly when the torque-converter clutch (TCC) cycles between lock and unlock when driving on an uphill grade.
First some basics and history that will explain why the TCC is used.

Engine, Torque Converter, TCC, and Transmission relationship--
The TCC allows for a solid connection between the engine and transmission which allows the input to the transmission to rotate at the same speed as the engine.
Without a TCC, there is slippage between the engine and automatic transmission. The slippage is greatest at low engine RPM. That is what allows the engine to run with the automatic transmission in gear, like when you first shift into gear or stop at a stop sign. When the throttle pedal is depressed, the engine RPM begins to increase and the torque converter begins to slip less and less the more the engine RPM increases. The car moves. But even at cruising speeds the torque converter slips slightly. Engine RPM is greater than transmission input RPM, which is realized as slight decrease in fuel efficiency.
When acceleration is complete and a constant speed is being maintained, the engine power output is reduced to the point where the TCC can engage and eliminate any slippage between the engine and transmission. If the car has a tachometer the engagement of the TCC can be verified when a slight reduction in engine RPM observed without a corresponding change in vehicle speed.
One method used to test the operation of the TCC is as follows:
Find a flat section of road where it is safe to perform the test.
Reach a steady speed and keep the gas pedal depressed with one foot. While observing the tachometer (or listening for an increase in engine RPM), with the other foot depress the brake pedal enough to activate the break light switch but not enough to engage the brakes. When the brake light switch activates, the TCC receives a signal to disengage. With the gas pedal being held steady, release the brake pedal and the engine RPM should decrease when the TCC engages.
Old cars with Automatic Transmissions did not use a TCC. I believe the TCC was put in use in an attempt to increase fuel economy.

MY EXPERIENCE WITH SIMILAR SYMPTOMS
The condition that causes that issue on my car is this:
- A slight uphill grade increases the load on the engine.
The car tends to gradually slow and it is necessary to depress the gas pedal to maintain speed.
- Depressing the throttle pedal (manually, or automatically with cruise control engaged) signals the torque converter clutch to unlock when the load increases slightly. (A more drastic load increase would signal the Transmission to downshift to a lower gear.) The corresponding increase in engine RPM and output is enough to compensate for the reduction in speed. When the vehicle speed, engine RPM, and throttle position stabilize to the point that the TCC will engage and the engine RPM will reduce in correspondence with TCC engagement. Now, if the road conditions have not changed, power output is not enough to maintain vehicle speed. With the increased load caused by full engagement between engine and transmission, and the cycle (surging) repeats itself until the road conditions change.

Does that help?
If not:

QUESTIONS
Please define the symptoms.
What are the road conditions when the surge occurs? (A slight uphill grade?)
What is the frequency of the surge?
Does the engine power output have a noticeable surge?
Is there a speed change related to the surge?
Does the tachometer move up and down with little or no change in vehicle speed?
Are all instrument indication in the normal range?
What else has changed?

Good luck!

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RPM.

got a dash tachometer?
if yes this is easy.
you step on the throttle (right foot) and advance the RPM
to where.
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goes to 1500 to 2000 and shakes, (brakes iced up. and frozen)
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1 Answer

2008 jeep patriot, shifter moves but does not engage transmission


happy new year.
scan the car. obd2 scanner.
the PRNDL switch is dead.
check all fuses first.
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What is the oil capacity for the automatic transmission on a jeep patriot 2008


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