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Home / DTC / P0740 — Torque Converter Clutch Circuit/Open

P0740 — Torque Converter Clutch Circuit/Open

Detailed page for trouble code P0740.

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Code

P0740

Generic P — Powertrain

Torque Converter Clutch Circuit/Open

Brand: Generic
Type: P — Powertrain
Views: UK: 20 EN: 22 RU: 30
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

Similar codes

P0741 P0742 P0743 P0746 P0700
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Code

P0740

GWM P — Powertrain

- Malfunction in the clutch chain

Brand: GWM
Type: P — Powertrain
Views: UK: 1 EN: 4 RU: 4
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

Similar codes

P0741 P0742 P0743 P0746 P0700
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P0740

HUMMER P — Powertrain

TCC Enable Solenoid Circuit Electrical

Brand: HUMMER
Type: P — Powertrain
Views: UK: 5 EN: 13 RU: 16
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

Similar codes

P0741 P0742 P0743 P0746 P0700
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P0740

LAND ROVER P — Powertrain

Failure in the torque converter clutch circuit

Brand: LAND ROVER
Type: P — Powertrain
Views: UK: 5 EN: 10 RU: 11
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

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P0741 P0742 P0743 P0746 P0700
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Land Rover Defender 300Tdi — Workshop Manual (1996 model year)

Workshop Manual
Defender 300Tdi Years: 1996 Manual in English 7.5 MB
Short description

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Key sections:
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Code

P0740

MERCEDES-BENZ P — Powertrain

Torque Converter Clutch Circuit Malfuction

Brand: MERCEDES-BENZ
Type: P — Powertrain
Views: UK: 10 EN: 14 RU: 19
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

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P0741 P0742 P0743 P0746 P0700
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Code

P0740

MITSUBISHI P — Powertrain

DCC solenoid

Brand: MITSUBISHI
Type: P — Powertrain
Views: UK: 4 EN: 15 RU: 12
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring in TCC circuit
  • Failed TCC solenoid (coil open/short)
  • Poor or corroded connector or pin
  • Blown fuse or faulty relay in transmission control power/ground
  • Low or contaminated automatic transmission fluid (ATF) causing stuck valve
  • Internal transmission hydraulic fault (sticking valve, damaged torque converter)

Symptoms

  • Check Engine Light / MIL illuminated (P0740 set)
  • Torque converter fails to lock up — higher RPMs at cruise
  • Poor fuel economy, increased engine RPMs at steady speed
  • Transmission slipping or harsh/erratic shifts
  • Transmission or engine overheat (increased operating temp)
  • Delayed or rough engagement into drive or gears

What to check

  • Verify stored freeze frame and pending codes with scan tool; re-check after clearing and drive-cycle
  • Monitor live data: TCC commanded state, TCC actual/pressure (if available), transmission range and speed
  • Visually inspect wiring harness and connectors at transmission for damage, corrosion, or loose pins
  • Check transmission fluid level and condition (color, smell, debris)
  • Check fuses and relays related to transmission/TCM power and grounds
  • Backprobe TCC solenoid connector: measure reference voltage, switched ground, and PWM duty when commanded

Signal parameters

  • TCC control is typically a switched ground or PWM-controlled solenoid from the TCM
  • Typical solenoid coil resistance range (varies by vehicle): roughly 10–40 ohms (measure and compare to spec)
  • Reference supply: ~12 V (key ON) to the circuit supply pin; control often provides ground/PWM from TCM
  • PWM control can vary: 0–100% duty cycle; frequency often tens to a few hundred Hz depending on manufacturer
  • Expected behavior: command ON should produce a measurable change in duty/voltage and corresponding TCC engagement/pressure (verify with live data)

Diagnostic algorithm

  1. Connect a capable scan tool; record freeze frame and live data for TCC command and related PIDs. Note conditions when code set.
  2. Clear code, perform a controlled test drive to reproduce. Confirm code returns and note conditions.
  3. Visually inspect connectors and wiring between TCM/ECM and transmission; repair any chafing, corrosion, or loose pins.
  4. With ignition ON (engine off), backprobe the TCC solenoid connector. Verify reference supply (~12V) and that control lead is low/high as expected when commanded by scan tool.
  5. Measure solenoid coil resistance with a multimeter. Compare to manufacturer spec; an open circuit indicates failed solenoid.
  6. Using the scan tool, command the TCC ON/OFF and observe voltage/duty at the connector. Look for proper PWM or switching and corresponding change in engine RPM/lock-up indication.
  7. If wiring and connector are good but control signal is not present, check fuses/relays and ground circuits. Trace continuity to the TCM and check for shorts to power or ground.
  8. If electrical circuit is good and solenoid operates but code persists, check ATF level/condition and perform transmission hydraulic pressure and stall tests to confirm valve body and torque converter functionality.
  9. If wiring, solenoid, and hydraulics are verified, suspect TCM/ECM driver fault; consult manufacturer guidance before replacing control module.
  10. After repairs, clear codes and perform a full road test and re-check for stored codes. Document findings and repairs.

Likely causes

  • Broken/shorted harness to TCC solenoid
  • Faulty TCC solenoid coil (open circuit)
  • Corroded connector or poor ground at transmission
  • Low ATF or severely degraded fluid causing internal sticking

Fault status

⚠️ Status
P0740 — Torque Converter Clutch Circuit/Open: control module detected open or out-of-range signal in the TCC circuit. MIL illuminated; lock-up control disabled until condition resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours (varies by vehicle and accessibility)

Similar codes

P0741 P0742 P0743 P0746 P0700
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+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
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