[osimj]

There are many PTUs failing, and people are asking "why isn't mine under the recall??". Here's what I found. Hope this helps.

PTU Part Numbers under Recall 01C (25V-011): 68307403AC / 68333255AA / 68333255AB

PTU Part Numbers under Recall 02C (25E-003): 68333255AA / 68307403AC

Parts are by model year: ADII P/N 2019-2023 68333255AA / 68333255AB, and ADII P/N 2014-2018 68307403AC

There are many other ADII PTU Part Numbers out there:

2019-2023: 68333255AC, 68333255AD, 68333255AE, and RL333255AE (the "R" is for remanufactured). 68333255AE supersedes all others.

2014-2018: 68090605AB, 68090605AC, 68090605AE, 68090605AF, 68090605AG, 68090605AH, 68090605AJ, 68090605AK, 68090605AL, 68282447AA, 68282447AB, 68282447AC, 68307403AA, 68307403AB, 68307403AC, 68307403AD, 68307403AE, 68307403AF. 68307403AF supersedes all others.

Why so many 8-digit part number differences? There is one base part number for 2019-2023: 68333255, and three for 2014-2018: 8090605, 68282447, and 68307403.

Why so many letter differences? The 2 letters at the end indicate the revision level. I couldn’t locate a document that confirms that, but on several Mopar parts sites it states “Revision level (suffix) of part numbers are subject to change.” There is plenty of anecdotal evidence that the revision level can also change is there is a different supplier, or even if the packaging is different.

The point here is there are MANY versions of the 2-speed PTUs out there but only three specific part numbers fall under the recall: 68307403AC, 68333255AA, 68333255AB.

If yours is not under the recall but is within the window, there’s a strong possibility you have a PTU with a different part number. The part number is located on top of the PTU and cannot be easily read. It is not included on the CAN Bus like the RDM is either. So, how do you verify what part number you have? By VIN through your dealer, maybe by Witech.

Now about that snap ring...

There is ONE part number - 68224126AA. That part ends in “AA” and still ends in “AA” is exactly the same part, from the same supplier (no revisions). This same snap ring is used in all versions of the ADII PTU. It is also used by the Chrysler Pacifica through model year 2025, and the Chrysler 200. There are no recalls for the Chrysler Pacifica even though they were being built in the same time frame as the recalled Cherokees, so I seriously doubt there was a bad batch. That points back to what FCA found, "An input shaft snap ring that is not fully seated". Not a bad batch, not a different supplier, just "not fully seated". There is nothing out there so far that proves anything different.

“Facts is facts."

There are 3 other base number AD2 PTUs from the 2 recalls W47 and W48, copy of 48 below, it spells them out so if replacement was being done they were not used , the new part to be used is listed in the recall letter above them 😎 and that is one you have on your list or at least it ends in 403AG instead of AC
And your explanation of revisions is correct , just updates to the unit, like they do with all their other parts when it’s supposedly made better or differently

https://search.app/uEUP31c1eZBbyLkS9

 

[Sunny5868404]

My 2019 Cherokee is part is part of the recall. I have a long trip coming up and I’m wondering if I should take a risk and drive my Cherokee for the trip. 4WD service light is ON and dealership had said that PTU needs replacement (80k kms). I’ve been driving it short distance under sport mode without any issues. Any suggestions?

 

[AZJeeper]

My 2019 Cherokee is part is part of the recall. I have a long trip coming up and I’m wondering if I should take a risk and drive my Cherokee for the trip. 4WD service light is ON and dealership had said that PTU needs replacement (80k kms). I’ve been driving it short distance under sport mode without any issues. Any suggestions?

Get the PTU replaced! As mentioned above, you don't need to wait if your PTU has failed. You are probably going to wait anyway for a new PTU so better to get the process started now, IMO.

 

[jeanmnskomars]

Is yours the 2-speed PTU (has the 4WD LOW setting)?

I'll have to check

 

[jeanmnskomars]

I’m having the same issue with my 2019 Jeep, my PTU literally exploded while my daughter was driving. Jeep just says my vin isn’t part of the recall

Sorry to hear. I know how frustrated you are, scary you daughter was driving.

 

[D60]

It's literally in my recall notice that the snap ring is not properly seated. I am not sure why you need to challenge me on it because you think it's a rumor that I read where the problem was an out of spec part. It makes sense if a part worked and then didn't for a few years and then when the original part was again used?...the fault disappeared I will humor you and take a few minutes to find the info I found. I really don't have to....but I will. I doubt everyone is wondering and to say I'm the only one to make that "claim" ? I guess I knew how to find stuff? And it isn't a claim. It's simply passing on info. Chill buddy.

Information is power. I'd love to see your source(s) -- not because I doubt you but because I'd love to know EVERY tiny detail about this problem.

 

[D60]

The Autopian.com has a good article on the problem. Read the last paragraph where it explains how it is a size or material issue.
Your welcome..

Tap for more The Autopian videos

Unfortunately for owners, it’s one of those ugly problems that can render the vehicle inoperable. If the PTU becomes damaged, it can become disengaged from the transmission and differential. If this happens, the vehicle may lose drive. It may also cause the effective loss of park function in the transmission—meaning the vehicle could roll away if the handbrake is not engaged. What’s worse is that this problem can suddenly occur at speed—leaving owners in a dangerous situation if they suddenly lose drive on a highway or similar.

If you like these kinds of antics, you’ll want a fully functional PTU.Snap Out Of It
The root cause of the issue has already been identified by Jeep. As per the recall filing, it’s all down to a simple snap ring. “An input shaft snap ring that is not fully seated may allow uncontrolled movement of the input shaft inward,” reads the notice. “Uncontrolled movement leads to the potential for wear to the range shift sleeve, spline damage, and/or range fork damage which can cause an unexpected loss of motive power or loss of PARK function while stationary.”
Simply put, if the snap ring isn’t locked in place, the input shaft can wiggle around and get damaged, to the point where the PTU fails. If that happens, the wheels and transmission are effectively no longer connected. Thus, you get no drive and no Park function.
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It might appear that Jeep figured this out quickly, but it’s actually taken some time to solve this issue. NHTSA actually began its pre-investigation of this problem in April 2024. Biweekly meetings between the agency and automaker have been ongoing since August, with the recall officially issued on January 16.

One of the affected PTUs in the Jeep recall: 68333255AA. Note part #12, “snap ring.”
It’s also worth noting that this doesn’t affect all Cherokees from model years 2017 to 2019. Some models used an alternative PTU, or had no PTU, in the case of front-wheel-drive models. According to Jeep, the issue affects three versions of the PTU—part numbers 68307403AC, 68333255AA, and 68333255AB. These PTUs all use the same input shaft snap ring—part number 68224126AA—which is the likely culprit. Sadly, Jeep didn’t issue any diagrams of the parts involved in documents submitted to NHTSA, but exploded diagrams of the parts involved are readily available online.
It’s not the first problem Jeep has had with the PTU on the Cherokee, either. In 2021, the company issued a service bulletin for problems with the input splines on earlier 2014 to 2017 models, which could fail in normal use. Indeed, that very issue is mentioned in the document listing the chronological events of the current recall, as filed with NHTSA.

The snap ring that is likely the culprit can be had for around $30 from suppliers like MyMoparParts. It’s used in a number of Jeep applications, but it doesn’t appear to have caused issues in other models beyond the 2017-2019 Cherokee.
Jeep was able to determine that PTUs started being built with improperly seated snap rings on October 11, 2016. This continued all the way through until February 20, 2019, when “properly seated snap rings started to be used in vehicle production,” according to Jeep. Jeep used its own records and those from supplier to determine the affected population. This implies that the issue was due to a certain population of snap rings that, for whatever reason, did not seat properly—perhaps due to dimensional abnormalities or material variances. Notably, Jeep does not mention any issues in the assembly process as a cause for this problem.

Fantastic, thank you! Nice to see some real tech on this!

So now I wonder if they think the fix is a deeper groove, or slightly different location of the groove, or something else?

That is, what EXACTLY would they do differently if they could turn back time?

I know you don't have the answer, but someone at Jeep does...

 

[AZJeeper]

Yes 2 speed PTU. The recall notice specifically stated the issue is a snap ring that is not properly seated.
I researched and found the snap ring used for a few years was sourced from a different supplier and may be a slightly different thickness. The problem disappeared in 2019 with a return to the proper part.

It's literally in my recall notice that the snap ring is not properly seated. I am not sure why you need to challenge me on it because you think it's a rumor that I read where the problem was an out of spec part. It makes sense if a part worked and then didn't for a few years and then when the original part was again used?...the fault disappeared I will humor you and take a few minutes to find the info I found. I really don't have to....but I will. I doubt everyone is wondering and to say I'm the only one to make that "claim" ? I guess I knew how to find stuff? And it isn't a claim. It's simply passing on info. Chill buddy.

OK. Nothing like facts to make a point. Two quotes from YOU. "I researched and found the snap ring used for a few years was sourced from a different supplier and may be a slightly different thickness", and "I am not sure why you need to challenge me on it because you think it's a rumor that I read where the problem was an out of spec part."

Well, because you said it! WTF? I'm glad you posted The Autopain because it zeros in on what the problem is - including the fact that the snap ring is the exact same part that has been used in multiple vehicles and multiple versions of the PTU. Look up the referenced part number 68224126AA and show us how a part that has never been revised has a problem in "different supplier" which has zero credibility since "AA" means "same supplier, no change". Just post the reference that proves otherwise.

But, PLEASE. Explain to me how I misinterpreted your statements. "source from a different supplier" - absolutely FALSE. "Challenge... where I read is was an out of spec part". Yup. Because YOU SAID IT! "Slightly different thickness" = "out of spec part". Explain to us all how that's not what you meant. As I said earlier, show us where you found it was a "slightly different thickness". Post your reference. The Autopain article doesn't make a single reference to the thickness of the part, so there MUST be a different reference you found. Right? Or are you pointing to The Autopain comment "did not seat properly—perhaps due to dimensional abnormalities or material variances. Notably, Jeep does not mention any issues in the assembly process as a cause for this problem. " That's just piling rumor on rumor. That's not "research".

What's the beef here? You post words and now you deny them? How exactly does that work???

Anyway, at least we agree that it is an improperly seated snap ring.

I'm clearly confused about what you are trying to say.

 

[Fj4080]

 

[peterjdaly]

Hey Peter,

Yes, it sounds like you've got the classic bad PTU actuator. While it could be an actual hard problem with the bare metal (gears, pinions etc.), unless you're hearing grinding noises or see physical gear oil leaks etc., this error means the actuator arm is being blocked or cannot move for some reason. Usually causes are (a) oil in the armature motor or (b) magnetic paste residue and/or 'whiskers' on the armature sensing strip and/or sensor magnets.

The good news is that there's a better than average chance your PTU itself is ok. Bad news is to be able to take the actuator off, you need to remove the PTU (big job).


View attachment 240319

Okay, so we booked the TH into an auto electrician as the importer said the error was more than likely the power supply to the actuator.

We were driving to the auto electrician, and presto chango, the vehicle lost drive. While we were doing about 65 kmh. Coasted to a stop, at which time we heard the gearbox doing a noise similar to rattling a box of nuts and bolts.

The authorities here say that the USA recall has no weight here, and that it's basically a problem for us. Cool.

 

[peterjdaly]

Oh the irony.

My TH lost power yesterday, on it's way to the auto electrician. Luckily in a place where running out of drive didn't kill me or my wife.

 

[Gary Kline]

Okay, so we booked the TH into an auto electrician as the importer said the error was more than likely the power supply to the actuator.

We were driving to the auto electrician, and presto chango, the vehicle lost drive. While we were doing about 65 kmh. Coasted to a stop, at which time we heard the gearbox doing a noise similar to rattling a box of nuts and bolts.

The authorities here say that the USA recall has no weight here, and that it's basically a problem for us. Cool.

This sounds like the "worn splines" issue. See here: https://www.jeepcherokeeclub.com/posts/3076136/ You should check the Mopar Recalls website (put in your VIN) to see if you have the warranty extension mentioned in the link.

 

[Lindy]

View attachment 240543

Yeah, that escalated quickly.....and now all traces of gkendell have been wiped from the forum.

All because he told @AZJeeper to copulate himself. Hey, it seemed like a reasonable request to me...

 

[Fraddles]

My Trailhawk is within the recall window... 05/18 build... but the VIN checker does not show this recall applicable for me, either on the US site or the AU site.

A couple of thoughts...
All AU THs (all AU KLs?) have the 'tow prep' package as standard, which includes a different final drive ratio... Presumably 'towing' PTUs and RDMs are a different part number? Is this in the list of affected part numbers?
Do RHD spec vehicles have a different PTU to LHD vehicles? Has anyone with a RHD KL been impacted by any of these recalls?

3 months in still loving my Jeep... even if it blows up soon 🤣
(after $4K AUD clutch replacement in my Mazda, whole new PTU should be 'cheap')

Cheers.

 

[Bellingham Trailhawk]

My Trailhawk is within the recall window... 05/18 build... but the VIN checker does not show this recall applicable for me, either on the US site or the AU site.

A couple of thoughts...
All AU THs (all AU KLs?) have the 'tow prep' package as standard, which includes a different final drive ratio... Presumably 'towing' PTUs and RDMs are a different part number? Is this in the list of affected part numbers?
Do RHD spec vehicles have a different PTU to LHD vehicles? Has anyone with a RHD KL been impacted by any of these recalls?

3 months in still loving my Jeep... even if it blows up soon 🤣
(after $4K AUD clutch replacement in my Mazda, whole new PTU should be 'cheap')

Cheers.

In the US the only difference equipment wise if you had a TH or ADII equipped jeep 2019+ and had tow package installed here not installed was the towing wire harness, the rear bumper with opening for tow hitch and plugs for trailer wiring. Otherwise mechanicaly they where identical to tye point after the fact tye dealer could install the factory wiring and tow hitch and update the official Chrysler paperwork to indicate the vehicle was tow equiped up to the either 4,000 lbs with the turbo 2.0 or 4,500 lbs with 3.2 V6

 

[Firehawk989]

There are many PTUs failing, and people are asking "why isn't mine under the recall??". Here's what I found. Hope this helps.

PTU Part Numbers under Recall 01C (25V-011): 68307403AC / 68333255AA / 68333255AB

PTU Part Numbers under Recall 02C (25E-003): 68333255AA / 68307403AC

Parts are by model year: ADII P/N 2019-2023 68333255AA / 68333255AB, and ADII P/N 2014-2018 68307403AC

There are many other ADII PTU Part Numbers out there:

2019-2023: 68333255AC, 68333255AD, 68333255AE, and RL333255AE (the "R" is for remanufactured). 68333255AE supersedes all others.

2014-2018: 68090605AB, 68090605AC, 68090605AE, 68090605AF, 68090605AG, 68090605AH, 68090605AJ, 68090605AK, 68090605AL, 68282447AA, 68282447AB, 68282447AC, 68307403AA, 68307403AB, 68307403AC, 68307403AD, 68307403AE, 68307403AF. 68307403AF supersedes all others.

Why so many 8-digit part number differences? There is one base part number for 2019-2023: 68333255, and three for 2014-2018: 8090605, 68282447, and 68307403.

Why so many letter differences? The 2 letters at the end indicate the revision level. I couldn’t locate a document that confirms that, but on several Mopar parts sites it states “Revision level (suffix) of part numbers are subject to change.” There is plenty of anecdotal evidence that the revision level can also change is there is a different supplier, or even if the packaging is different.

The point here is there are MANY versions of the 2-speed PTUs out there but only three specific part numbers fall under the recall: 68307403AC, 68333255AA, 68333255AB.

If yours is not under the recall but is within the window, there’s a strong possibility you have a PTU with a different part number. The part number is located on top of the PTU and cannot be easily read. It is not included on the CAN Bus like the RDM is either. So, how do you verify what part number you have? By VIN through your dealer, maybe by Witech.

Now about that snap ring...

There is ONE part number - 68224126AA. That part ends in “AA” and still ends in “AA” is exactly the same part, from the same supplier (no revisions). This same snap ring is used in all versions of the ADII PTU. It is also used by the Chrysler Pacifica through model year 2025, and the Chrysler 200. There are no recalls for the Chrysler Pacifica even though they were being built in the same time frame as the recalled Cherokees, so I seriously doubt there was a bad batch. That points back to what FCA found, "An input shaft snap ring that is not fully seated". Not a bad batch, not a different supplier, just "not fully seated". There is nothing out there so far that proves anything different.

“Facts is facts."

Thanks for this, now I know why my 2019 wasn't included in the recall. When my PTU blew up the first time under warranty, they replaced the PTU with 68333255AE, which should have had the properly seated snapring.

This also tracks with my experience of both failures being somewhat different. The first failure sounded like gears/splines slipping, and I completely lost drive power and had to have the vehicle towed. However, once the dealer had it, they were able to get it to drive again after some "fiddling" before it failed again and they had to do the replacement. This matches with the snapring recall where the shaft can migrate around and maybe allow the splines to unmesh and disconnect the drivetrain.

The second failure was a much louder pop, followed by occaisional crunching/grinding, especially while turning, but the drivetrain never disconnected and I was always able to continue driving. This matches more with the roll pin failure that Assi experienced, (and managed to repair!) in his massive PTU thread.

So it seems to me the PTU has two major internal mechanical issues in addition to the actuator failures; the snapring seating issue which is covered by the current recall but fix unknown, and the diff gear roll pin problem, which they have not and probably will not address. Fixing that would require a redesign of the method for retaining the diff gears in the housing. I guess the way around that is probably to take it easy on the skinny pedal, especially when turning on pavement to reduce the strain on those piddly little roll pins in the front diff.

 

[Gary Kline]

Thanks for this, now I know why my 2019 wasn't included in the recall. When my PTU blew up the first time under warranty, they replaced the PTU with 68333255AE, which should have had the properly seated snapring.

This also tracks with my experience of both failures being somewhat different. The first failure sounded like gears/splines slipping, and I completely lost drive power and had to have the vehicle towed. However, once the dealer had it, they were able to get it to drive again after some "fiddling" before it failed again and they had to do the replacement. This matches with the snapring recall where the shaft can migrate around and maybe allow the splines to unmesh and disconnect the drivetrain.

The second failure was a much louder pop, followed by occaisional crunching/grinding, especially while turning, but the drivetrain never disconnected and I was always able to continue driving. This matches more with the roll pin failure that Assi experienced, (and managed to repair!) in his massive PTU thread.

So it seems to me the PTU has two major internal mechanical issues in addition to the actuator failures; the snapring seating issue which is covered by the current recall but fix unknown, and the diff gear roll pin problem, which they have not and probably will not address. Fixing that would require a redesign of the method for retaining the diff gears in the housing. I guess the way around that is probably to take it easy on the skinny pedal, especially when turning on pavement to reduce the strain on those piddly little roll pins in the front diff.

Note, the worn spline issue is due to weak metallurgy on the input shaft (the cause was mentioned in a notice by FCA or NTSB- I can't recall which). There's no snap ring issue as far as I'm aware or (or at least not in the PTU.) There was the early-year snap ring issue in the transmission (which was 'addressed' with a software fix; go figure ;-)

 

[Firehawk989]

Note, the worn spline issue is due to weak metallurgy on the input shaft (the cause was mentioned in a notice by FCA or NTSB- I can't recall which). There's no snap ring issue as far as I'm aware or (or at least not in the PTU.) There was the early-year snap ring issue in the transmission (which was 'addressed' with a software fix; go figure ;-)

What? The whole purpose of this thread is to discuss recall 25V-011 which was recently issued specifically because of improperly seated snaprings in the PTU in 2017-2019 Cherokees with AD2.
I know there's a laundry list of PTU recalls out there, including one for the weak metallurgy you speak of, updates for the TCM, etc. but those were for 2017 and older MYs I believe.

 

[Gary Kline]

What? The whole purpose of this thread is to discuss recall 25V-011 which was recently issued specifically because of improperly seated snaprings in the PTU in 2017-2019 Cherokees with AD2.
I know there's a laundry list of PTU recalls out there, including one for the weak metallurgy you speak of, updates for the TCM, etc. but those were for 2017 and older MYs I believe.

Oh wow, thanks, I wasn't aware of this! I thought everyone was talking about the transmission snap ring issue (21-008-15). I think I need a vacation!!! LoL!

 

[Firehawk989]

Oh wow, thanks, I wasn't aware of this! I thought everyone was talking about the transmission snap ring issue (21-008-15). I think I need a vacation!!! LoL!

😆 No problem, there are so many PTU recalls for this poor thing out there it's hard to keep track!

It's a shame because it's otherwise a great vehicle and it's perfect for my needs.

There's also no equivalent on the market right now unless Toyota blesses North America with the new mini Landcruiser. But I'm not holding my breath on that one!