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Home / DTC / P0765 — Shift Solenoid D

P0765 — Shift Solenoid D

Detailed page for trouble code P0765.

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22,491specific
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Code

P0765

Generic P — Powertrain

Shift Solenoid D

Brand: Generic
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

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P0750 P0755 P0760 P0761 P0770 P0780
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Code

P0765

GWM P — Powertrain

- Solenoid switch D fault

Brand: GWM
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P0750 P0755 P0760 P0761 P0770 P0780
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Code

P0765

HUMMER P — Powertrain

Shift Solenoid D Malfunction

Brand: HUMMER
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P0750 P0755 P0760 P0761 P0770 P0780
Repair manuals

Manual library for HUMMER

138

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Code

P0765

LAND ROVER P — Powertrain

Malfunction of solenoid D

Brand: LAND ROVER
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P0750 P0755 P0760 P0761 P0770 P0780
320

Browse 320 LAND ROVER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

LAND ROVER

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Code

P0765

MERCEDES-BENZ P — Powertrain

Shift Solenoid D Malfunction

Brand: MERCEDES-BENZ
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P0750 P0755 P0760 P0761 P0770 P0780
856

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MERCEDES-BENZ

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Keep it short and practical. Up to 500 characters.
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Code

P0765

MITSUBISHI P — Powertrain

OD solenoid

Brand: MITSUBISHI
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted wiring to shift solenoid D (including chafing, broken conductor, or pin corrosion)
  • Poor connector contact or corrosion at the transmission harness or solenoid connector
  • Failed shift solenoid D (coil shorted/open or intermittent)
  • Low, dirty, or overheated transmission fluid affecting solenoid operation
  • Valve body or hydraulic control fault preventing expected pressure changes
  • Faulty transmission control module/PCM driver transistor or internal electronics

Symptoms

  • Check Engine Light (MIL) or transmission warning lamp illuminated
  • Harsh, delayed, or erratic shifts involving the affected gear(s)
  • Transmission may remain in limp/limitation mode (reduced gear selection)
  • Unusual transmission noises or flare during shifts
  • Loss of expected driveability or reduced acceleration
  • Stored DTCs related to solenoid control or pressure performance

What to check

  • Read and record freeze frame and all stored codes with a scan tool and clear codes to confirm repeatability
  • Inspect transmission fluid level and condition (color, odor, contamination)
  • Visually inspect transmission harness and connectors for damage, corrosion, bent pins, or poor mating
  • Backprobe connector and check for battery voltage and ground reference at the solenoid connector with key on (as specified by vehicle procedures)
  • Measure solenoid coil resistance with multimeter; compare to specification
  • Use a scan tool to monitor/command solenoid D and observe PCM outputs, live data, and actual transmission pressure if available

Signal parameters

  • Typical coil resistance (general range): 6–30 ohms (vehicle-specific — check OEM spec)
  • Expected supply voltage at connector (key ON): near battery voltage on supply pin (~9–12 V)
  • When commanded ON by PCM: pulsed (PWM) voltage between 0 and battery voltage; duty cycle 0–100% depending on requested pressure
  • Common PWM frequency range: ~20–300 Hz (vehicle-specific)
  • Expected coil current when energized: ~0.5–3 A (depends on coil resistance and voltage)

Diagnostic algorithm

  1. Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
  2. Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
  3. Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
  4. With connector disconnected, measure solenoid coil resistance to ground and return pin using a multimeter; compare to OEM specification. Replace solenoid if out of range or open.
  5. Backprobe harness and check for battery voltage on the supply side and for switching/pulsed ground or voltage from the PCM while commanding the solenoid with a scan tool. Verify signal matches expected PWM/frequency/duty behavior.
  6. If supply/driver signals are absent or shorted, check for short to battery or ground in wiring (use resistance checks to battery and ground). Repair wiring faults.
  7. If wiring and connector test good but solenoid does not respond, apply fused 12 V (bench or controlled) to solenoid for a brief test to confirm mechanical operation (observe plunger movement or listen for click). Use proper safety and a fused jumper.
  8. If solenoid tests good and wiring is good but performance code persists, perform transmission hydraulic pressure/valve body tests or remove valve body for inspection of valve sticking or internal wear. Replace/control body as required.
  9. If all external tests good and symptoms persist with normal wiring and solenoid operation, suspect PCM driver fault; confirm with scope/advanced diagnostics and replace PCM only after thorough verification.
  10. After repairs, clear codes and road test under the same conditions to confirm repair and monitor for reoccurrence.

Likely causes

  • Damaged or corroded solenoid connector pins
  • Broken wire or splice between PCM and transmission solenoid circuit
  • Failed solenoid coil (open or shorted)
  • Contaminated transmission fluid causing solenoid sticking
  • Internal valve body failure or stuck valve

Fault status

⚠️ Status
PCM detected a shift solenoid D circuit/performance fault — MIL illuminated; transmission may enter limp mode or altered shift strategy until fault is resolved.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P0750 P0755 P0760 P0761 P0770 P0780
406

Browse 406 MITSUBISHI manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

MITSUBISHI

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+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
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