The DCJ t\c has a cast plastic stator amongst the steel components - the stator, used for torque-multiplication, mainly comes into play at standing start take-off, but functions during any low speed in 1st and 2nd gear and Reverse - as vehicle speed increases and turbine\input shaft rpm equalizes with crankshaft speed, the stator one-way sprag free-wheels and no further torque multiplication is produced - as plastic thermal expansion is nowhere near that of steel, there can be some problem with failure due to that design, where the plastic separates from the steel one-way sprag-clutch - also, depending on driver technique, plastic blade deflection due to increased torque loading can deform the plastic-to-steel sprag interface, with resultant separation, as above - also, the fins can snap\break, putting large chunks of stuff in the steel t\c fins, resulting in reduced torque multiplication, out of balance operation, and small stuff circulating thru the t\c bearings with the fluid - the dual filters in the trans may or may not trap the particles - usually effects total transmission rebuild and system flush
First symptom of stator\sprag separation is no power at take-off, but normal power after 2nd or third gear, depending on drivetrain loading, as in towing - the stator is always spinning on the outer sprag ring, effecting no torque multiplication
- can also result in rattling at idle and low rpm, as stator contacts drive and turbine fins, resulting in eventual stator disintegration\crumbling = total transmission overhaul, system flush
First symptom of broken\shattered stator fins is rattling at idle and low speeds, when turbine blade speed is lower than drive blade speed, and slightly to way reduced take-off power, depending on how many stator fins are gone, with resulting stator disintegration\crumbling = total trans rebuild, system flush
Either way, you'll soon be dead in the water, usually far from home and service availability, scenario being governed under rules of Murhpy's law
Now - factory defect will gonna fail, no matter what - jackrabbit starts, or any high-torque loading at low rpm enhances factory defect - rock-crawling, mud-splashing - stuck with power application during quick low-reverse shifting to get unstuck - jerking trailer - etc
Those scenarios also cause failure outside of factory defect, as the plastic stator is not suited for high-torque loading - normal stators are cast or machined from aluminum - really high-power apps get steel - barring factory defect, normal loading, including towing, may have no degrading effect on the plastic, tho I suspect long-term heat ain't very good fer it.
At any rate, some owners may have no problems at all during their personal involvement in the projected life of the vehicle - it's a total 'nother story indeed, however, for us manly men, with our manly proclivities (and overdeveloped right leg and foot!) - Suncoast has an answer, for us
Last two pics may be of some significant relevance, here
http://www.lostjeeps.com/forum/phpBB3/vie ... 007#255007
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I think Chrysler has determined the exact torque and rpm range that the torque converters fail and avoided those conditions with new software 
Of course the low end torque that diesel engines are noted for is no longer used to it's advantage 
Originally on the unneutered 05 models they were failing at around 8k miles as I recall.