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Home / DTC / P0767 — Shift Solenoid D Stuck On

P0767 — Shift Solenoid D Stuck On

Detailed page for trouble code P0767.

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59brands
11,914generic
22,491specific
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Code

P0767

Generic P — Powertrain

Shift Solenoid D Stuck On

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

Causes

  • Short in solenoid D circuit to power (constant 12V)
  • Shift solenoid D coil internally shorted or welded
  • Stuck/blocked valve in the valve body preventing bleed/drain
  • Faulty transmission control module (TCM) or driver transistor
  • Poor electrical connections, corroded connector or damaged pin
  • Low, dirty, or contaminated transmission fluid causing solenoid/valve sticking

Symptoms

  • Check Engine / Transmission warning light illuminated
  • Transmission stuck in a gear or limp/limitation mode
  • Harsh, delayed, or erratic shifts
  • Transmission won’t shift into certain gears or stalls during shifts
  • Reduced fuel economy
  • Possible unusual transmission noises

What to check

  • Retrieve freeze frame and full DTC list; note conditions when code set
  • Visually inspect transmission fluid level and condition (color, smell, debris)
  • Inspect wiring harness and connector for solenoid D for damaged insulation, corrosion, or pins pushed out
  • Check for TSBs or known issues for the vehicle model (if available)
  • Backprobe the solenoid connector while operating (see signal parameters)
  • Measure solenoid coil resistance with connector disconnected

Signal parameters

  • Solenoid coil resistance (typical factory range): approx. 10–40 ohms (varies by vehicle). Refer to vehicle spec before replacement.
  • When commanded ON: controller drives the solenoid with a switched/pulsed voltage (PWM) or applies ground — expect pulsed voltage between 0–12 V at PWM frequency (commonly 70–250 Hz).
  • When commanded OFF: no PWM pulses; connector should not see continuous battery voltage or continuous ground — reading should be high/none depending on driver type.
  • Short to battery: steady ~12 V at solenoid connector when solenoid is commanded OFF.
  • Short to ground: near 0 V at connector regardless of command.

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Note operating conditions (temp, RPM, gear, vehicle speed).
  2. Inspect transmission fluid level/condition. If fluid is severely degraded or contaminated, consider fluid and filter service before further electrical tests.
  3. Visually inspect solenoid D connector and wiring for damage, corrosion, chafing, or pin push-out. Repair any obvious wiring/connectors.
  4. With ignition OFF, disconnect the solenoid connector. Measure coil resistance across solenoid terminals. Compare to vehicle spec. A near-infinite or very high reading = open coil; near-zero indicates short.
  5. With connector disconnected, check for unexpected battery voltage or ground on the harness side (backprobe). If 12V is present when solenoid is OFF, likely short to power in wiring.
  6. Reconnect and backprobe while commanding solenoid ON/OFF with a scan tool. Observe voltage/pulse behavior and compare to expected PWM. Use an oscilloscope if available for waveform analysis.
  7. Wiggle test wiring while monitoring signal to find intermittent faults. Check grounds and related fuses/circuit breakers.
  8. If wiring and connector OK but solenoid behavior is incorrect, remove and bench-test or replace solenoid D. If swapping with another identical solenoid clears the code, replace the faulty solenoid.
  9. If solenoid and wiring check good, suspect TCM driver fault. Confirm by checking other solenoid circuits and related outputs; consult manufacturer procedures for TCM testing and replacement.
  10. After repair, clear codes and perform road test under the same conditions to verify the code does not return.

Likely causes

  • Shorted wiring or connector to transmission battery feed (most common)
  • Failed/shorted shift solenoid D
  • Contaminated transmission fluid or debris causing valve to stick
  • Poor ground or corroded connector at solenoid
  • TCM driver failure (less common)

Fault status

⚠️ Status
P0767 - Shift Solenoid D Circuit Stuck On: TCM detects solenoid D remains energized or circuit is shorted ON.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

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P0757 P0766 P0768 P0705 P0741
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Code

P0767

GWM P — Powertrain

- Damaged solenoid switch D

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

Causes

  • Short in solenoid D circuit to power (constant 12V)
  • Shift solenoid D coil internally shorted or welded
  • Stuck/blocked valve in the valve body preventing bleed/drain
  • Faulty transmission control module (TCM) or driver transistor
  • Poor electrical connections, corroded connector or damaged pin
  • Low, dirty, or contaminated transmission fluid causing solenoid/valve sticking

Symptoms

  • Check Engine / Transmission warning light illuminated
  • Transmission stuck in a gear or limp/limitation mode
  • Harsh, delayed, or erratic shifts
  • Transmission won’t shift into certain gears or stalls during shifts
  • Reduced fuel economy
  • Possible unusual transmission noises

What to check

  • Retrieve freeze frame and full DTC list; note conditions when code set
  • Visually inspect transmission fluid level and condition (color, smell, debris)
  • Inspect wiring harness and connector for solenoid D for damaged insulation, corrosion, or pins pushed out
  • Check for TSBs or known issues for the vehicle model (if available)
  • Backprobe the solenoid connector while operating (see signal parameters)
  • Measure solenoid coil resistance with connector disconnected

Signal parameters

  • Solenoid coil resistance (typical factory range): approx. 10–40 ohms (varies by vehicle). Refer to vehicle spec before replacement.
  • When commanded ON: controller drives the solenoid with a switched/pulsed voltage (PWM) or applies ground — expect pulsed voltage between 0–12 V at PWM frequency (commonly 70–250 Hz).
  • When commanded OFF: no PWM pulses; connector should not see continuous battery voltage or continuous ground — reading should be high/none depending on driver type.
  • Short to battery: steady ~12 V at solenoid connector when solenoid is commanded OFF.
  • Short to ground: near 0 V at connector regardless of command.

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Note operating conditions (temp, RPM, gear, vehicle speed).
  2. Inspect transmission fluid level/condition. If fluid is severely degraded or contaminated, consider fluid and filter service before further electrical tests.
  3. Visually inspect solenoid D connector and wiring for damage, corrosion, chafing, or pin push-out. Repair any obvious wiring/connectors.
  4. With ignition OFF, disconnect the solenoid connector. Measure coil resistance across solenoid terminals. Compare to vehicle spec. A near-infinite or very high reading = open coil; near-zero indicates short.
  5. With connector disconnected, check for unexpected battery voltage or ground on the harness side (backprobe). If 12V is present when solenoid is OFF, likely short to power in wiring.
  6. Reconnect and backprobe while commanding solenoid ON/OFF with a scan tool. Observe voltage/pulse behavior and compare to expected PWM. Use an oscilloscope if available for waveform analysis.
  7. Wiggle test wiring while monitoring signal to find intermittent faults. Check grounds and related fuses/circuit breakers.
  8. If wiring and connector OK but solenoid behavior is incorrect, remove and bench-test or replace solenoid D. If swapping with another identical solenoid clears the code, replace the faulty solenoid.
  9. If solenoid and wiring check good, suspect TCM driver fault. Confirm by checking other solenoid circuits and related outputs; consult manufacturer procedures for TCM testing and replacement.
  10. After repair, clear codes and perform road test under the same conditions to verify the code does not return.

Likely causes

  • Shorted wiring or connector to transmission battery feed (most common)
  • Failed/shorted shift solenoid D
  • Contaminated transmission fluid or debris causing valve to stick
  • Poor ground or corroded connector at solenoid
  • TCM driver failure (less common)

Fault status

⚠️ Status
P0767 - Shift Solenoid D Circuit Stuck On: TCM detects solenoid D remains energized or circuit is shorted ON.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

P0757 P0766 P0768 P0705 P0741
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Code

P0767

HUMMER P — Powertrain

Shift Solenoid D Stuck On

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

Causes

  • Short in solenoid D circuit to power (constant 12V)
  • Shift solenoid D coil internally shorted or welded
  • Stuck/blocked valve in the valve body preventing bleed/drain
  • Faulty transmission control module (TCM) or driver transistor
  • Poor electrical connections, corroded connector or damaged pin
  • Low, dirty, or contaminated transmission fluid causing solenoid/valve sticking

Symptoms

  • Check Engine / Transmission warning light illuminated
  • Transmission stuck in a gear or limp/limitation mode
  • Harsh, delayed, or erratic shifts
  • Transmission won’t shift into certain gears or stalls during shifts
  • Reduced fuel economy
  • Possible unusual transmission noises

What to check

  • Retrieve freeze frame and full DTC list; note conditions when code set
  • Visually inspect transmission fluid level and condition (color, smell, debris)
  • Inspect wiring harness and connector for solenoid D for damaged insulation, corrosion, or pins pushed out
  • Check for TSBs or known issues for the vehicle model (if available)
  • Backprobe the solenoid connector while operating (see signal parameters)
  • Measure solenoid coil resistance with connector disconnected

Signal parameters

  • Solenoid coil resistance (typical factory range): approx. 10–40 ohms (varies by vehicle). Refer to vehicle spec before replacement.
  • When commanded ON: controller drives the solenoid with a switched/pulsed voltage (PWM) or applies ground — expect pulsed voltage between 0–12 V at PWM frequency (commonly 70–250 Hz).
  • When commanded OFF: no PWM pulses; connector should not see continuous battery voltage or continuous ground — reading should be high/none depending on driver type.
  • Short to battery: steady ~12 V at solenoid connector when solenoid is commanded OFF.
  • Short to ground: near 0 V at connector regardless of command.

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Note operating conditions (temp, RPM, gear, vehicle speed).
  2. Inspect transmission fluid level/condition. If fluid is severely degraded or contaminated, consider fluid and filter service before further electrical tests.
  3. Visually inspect solenoid D connector and wiring for damage, corrosion, chafing, or pin push-out. Repair any obvious wiring/connectors.
  4. With ignition OFF, disconnect the solenoid connector. Measure coil resistance across solenoid terminals. Compare to vehicle spec. A near-infinite or very high reading = open coil; near-zero indicates short.
  5. With connector disconnected, check for unexpected battery voltage or ground on the harness side (backprobe). If 12V is present when solenoid is OFF, likely short to power in wiring.
  6. Reconnect and backprobe while commanding solenoid ON/OFF with a scan tool. Observe voltage/pulse behavior and compare to expected PWM. Use an oscilloscope if available for waveform analysis.
  7. Wiggle test wiring while monitoring signal to find intermittent faults. Check grounds and related fuses/circuit breakers.
  8. If wiring and connector OK but solenoid behavior is incorrect, remove and bench-test or replace solenoid D. If swapping with another identical solenoid clears the code, replace the faulty solenoid.
  9. If solenoid and wiring check good, suspect TCM driver fault. Confirm by checking other solenoid circuits and related outputs; consult manufacturer procedures for TCM testing and replacement.
  10. After repair, clear codes and perform road test under the same conditions to verify the code does not return.

Likely causes

  • Shorted wiring or connector to transmission battery feed (most common)
  • Failed/shorted shift solenoid D
  • Contaminated transmission fluid or debris causing valve to stick
  • Poor ground or corroded connector at solenoid
  • TCM driver failure (less common)

Fault status

⚠️ Status
P0767 - Shift Solenoid D Circuit Stuck On: TCM detects solenoid D remains energized or circuit is shorted ON.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

P0757 P0766 P0768 P0705 P0741
Repair manuals

Manual library for HUMMER

138

Browse 138 HUMMER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

HUMMER

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Code

P0767

MERCEDES-BENZ P — Powertrain

Shift Solenoid D Stuck On

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

Causes

  • Short in solenoid D circuit to power (constant 12V)
  • Shift solenoid D coil internally shorted or welded
  • Stuck/blocked valve in the valve body preventing bleed/drain
  • Faulty transmission control module (TCM) or driver transistor
  • Poor electrical connections, corroded connector or damaged pin
  • Low, dirty, or contaminated transmission fluid causing solenoid/valve sticking

Symptoms

  • Check Engine / Transmission warning light illuminated
  • Transmission stuck in a gear or limp/limitation mode
  • Harsh, delayed, or erratic shifts
  • Transmission won’t shift into certain gears or stalls during shifts
  • Reduced fuel economy
  • Possible unusual transmission noises

What to check

  • Retrieve freeze frame and full DTC list; note conditions when code set
  • Visually inspect transmission fluid level and condition (color, smell, debris)
  • Inspect wiring harness and connector for solenoid D for damaged insulation, corrosion, or pins pushed out
  • Check for TSBs or known issues for the vehicle model (if available)
  • Backprobe the solenoid connector while operating (see signal parameters)
  • Measure solenoid coil resistance with connector disconnected

Signal parameters

  • Solenoid coil resistance (typical factory range): approx. 10–40 ohms (varies by vehicle). Refer to vehicle spec before replacement.
  • When commanded ON: controller drives the solenoid with a switched/pulsed voltage (PWM) or applies ground — expect pulsed voltage between 0–12 V at PWM frequency (commonly 70–250 Hz).
  • When commanded OFF: no PWM pulses; connector should not see continuous battery voltage or continuous ground — reading should be high/none depending on driver type.
  • Short to battery: steady ~12 V at solenoid connector when solenoid is commanded OFF.
  • Short to ground: near 0 V at connector regardless of command.

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Note operating conditions (temp, RPM, gear, vehicle speed).
  2. Inspect transmission fluid level/condition. If fluid is severely degraded or contaminated, consider fluid and filter service before further electrical tests.
  3. Visually inspect solenoid D connector and wiring for damage, corrosion, chafing, or pin push-out. Repair any obvious wiring/connectors.
  4. With ignition OFF, disconnect the solenoid connector. Measure coil resistance across solenoid terminals. Compare to vehicle spec. A near-infinite or very high reading = open coil; near-zero indicates short.
  5. With connector disconnected, check for unexpected battery voltage or ground on the harness side (backprobe). If 12V is present when solenoid is OFF, likely short to power in wiring.
  6. Reconnect and backprobe while commanding solenoid ON/OFF with a scan tool. Observe voltage/pulse behavior and compare to expected PWM. Use an oscilloscope if available for waveform analysis.
  7. Wiggle test wiring while monitoring signal to find intermittent faults. Check grounds and related fuses/circuit breakers.
  8. If wiring and connector OK but solenoid behavior is incorrect, remove and bench-test or replace solenoid D. If swapping with another identical solenoid clears the code, replace the faulty solenoid.
  9. If solenoid and wiring check good, suspect TCM driver fault. Confirm by checking other solenoid circuits and related outputs; consult manufacturer procedures for TCM testing and replacement.
  10. After repair, clear codes and perform road test under the same conditions to verify the code does not return.

Likely causes

  • Shorted wiring or connector to transmission battery feed (most common)
  • Failed/shorted shift solenoid D
  • Contaminated transmission fluid or debris causing valve to stick
  • Poor ground or corroded connector at solenoid
  • TCM driver failure (less common)

Fault status

⚠️ Status
P0767 - Shift Solenoid D Circuit Stuck On: TCM detects solenoid D remains energized or circuit is shorted ON.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

P0757 P0766 P0768 P0705 P0741
856

Browse 856 MERCEDES-BENZ manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

MERCEDES-BENZ

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

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