Code
P0765
Generic
P — Powertrain
Shift Solenoid D
Views:
UK: 26
EN: 62
RU: 43
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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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Code
P0765
GWM
P — Powertrain
- Solenoid switch D fault
Views:
UK: 10
EN: 20
RU: 13
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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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Code
P0765
HUMMER
P — Powertrain
Shift Solenoid D Malfunction
Views:
UK: 16
EN: 29
RU: 25
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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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Code
P0765
LAND ROVER
P — Powertrain
Malfunction of solenoid D
Views:
UK: 12
EN: 25
RU: 18
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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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Code
P0765
MERCEDES-BENZ
P — Powertrain
Shift Solenoid D Malfunction
Views:
UK: 20
EN: 33
RU: 27
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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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Code
P0765
MITSUBISHI
P — Powertrain
OD solenoid
Views:
UK: 17
EN: 27
RU: 22
AI status
Completed
Completed
100%
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
- Retrieve all DTCs and freeze frame data with a capable scan tool. Note conditions when code set (temp, RPM, speed, gear).
- Visually inspect transmission fluid level/condition; top or replace fluid and filter if contaminated or overdue. Re-scan after service.
- Inspect harness and connector for damage, corrosion, loose pins or poor seals. Repair or replace damaged connector/wiring as needed.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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
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Was this AI description helpful?
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