Code
P0772
Generic
P — Powertrain
Shift Solenoid E Stuck On
Views:
UK: 24
EN: 41
RU: 21
AI status
Completed
Completed
100%
Causes
- Failed or internally shorted shift solenoid E
- Short to ground or power in solenoid wiring or connector
- Corroded or damaged transmission harness or pins
- Low, dirty, or contaminated automatic transmission fluid (ATF)
- Faulty transmission control module (TCM) or PCM driver circuit
- Valve body internal sticking or debris trapping the solenoid
Symptoms
- Check Engine / MIL illuminated
- Harsh, delayed or unexpected shifts
- Transmission may stay in one gear or enter limp/safe mode
- No upshift or downshift for specific gears
- Possible transmission overheating if prolonged
- Stored transmission-related drivability complaints
What to check
- Read freeze frame and all stored transmission codes; note PCM/TCM status
- Inspect ATF level and condition; look for metal particles or heavy contamination
- Visually inspect transmission wiring harness and connector for damage, corrosion, or fluid intrusion
- Use a scan tool to command shift solenoid E ON/OFF and observe response and PCM status
- Compare live data for shift solenoid status and other solenoid outputs while commanding
- Measure solenoid coil resistance at the connector (compare to factory spec)
Signal parameters
- Solenoid coil resistance: vehicle-specific; commonly on the order of tens of ohms (check factory spec)
- Activation method: typically switched to ground by PCM/TCM or driven by PWM (duty-cycle varies by vehicle)
- Command voltage: supply voltage present at solenoid connector when ON (PCM may switch ground side)
- Expected behavior: solenoid should show open/closed state changes when commanded by scan tool
- Current draw: typically under a few amps when activated (spec varies)
Diagnostic algorithm
- Retrieve and record all transmission-related codes and freeze-frame data. Note driving conditions when the code set.
- Inspect ATF for level, color, smell, and debris. Replace fluid and filter if severely contaminated before repeating tests.
- Visually inspect wiring and connectors for physical damage, corrosion, broken pins, or signs of fluid intrusion. Repair any issues found.
- With connector disconnected, measure solenoid coil resistance and compare to manufacturer specification. If out of range, replace solenoid.
- Backprobe solenoid harness at the transmission and check for short to power or ground. With solenoid disconnected, check continuity to power/ground that would indicate a short.
- Use a scan tool to command solenoid E ON and OFF while monitoring live data and observing transmission response. If commanded but no change, suspect wiring/solenoid; if controller shows command but harness has no change, suspect wiring or TCM driver.
- If possible, apply a bench 12V (or specified voltage) to the solenoid coil to confirm mechanical operation (observe plunger movement). Use vehicle specifications and safe bench methods.
- If wiring and solenoid test good, consider swapping with another known-good solenoid (if same type) to isolate TCM vs solenoid fault.
- If tests point to internal valve body or stuck plunger, consider removing valve body for inspection/cleaning or replacing solenoid/valve body assembly according to service manual.
- After repairs, clear codes and perform a full test drive under the conditions that originally set the code to verify the repair.
Likely causes
- Solenoid coil shorted or mechanically stuck (most common)
- Damaged wiring or connector at the transmission harness
- Contaminated fluid causing solenoid plunger sticking
- Driver transistor inside TCM/PCM failed (less common)
Fault status
Status
PCM/TCM detected shift solenoid E circuit is stuck ON (continuous/incorrect activation). Transmission may operate improperly and the vehicle may enter limp mode. Diagnostic testing of solenoid, wiring, fluid, and control module recommended.
Repair difficulty: Medium
Diagnostic time: 1.0 - 3.0 hours
Workshop Manuals
Available brands with manuals
1
LAND ROVER 1
Land Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)
Workshop ManualWorkshop Manual Supplement and Body Repair Manual for the Land Rover Defender. Includes general specifications, maintenance schedules, tuning data and step‑by‑step repair procedures for engine, transmission, suspension, brakes, electrical and body repairs. Covers Defender models from 1999 and 2002 model years.
Key sections:
Buy - 01 - INTRODUCTION
- - Introduction
- - Dimensions
- - References
- - Repairs and replacements
- - Poisonous substances
- - Fuel handling precautions
- - Synthetic rubber
- - Recommended sealants
- - Used engine oil precautions
- - Accessories and conversions
- - Wheels and tyres
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Code
P0772
GWM
P — Powertrain
- Damage to E solenoid switch
Views:
UK: 3
EN: 3
RU: 1
AI status
Completed
Completed
100%
Causes
- Failed or internally shorted shift solenoid E
- Short to ground or power in solenoid wiring or connector
- Corroded or damaged transmission harness or pins
- Low, dirty, or contaminated automatic transmission fluid (ATF)
- Faulty transmission control module (TCM) or PCM driver circuit
- Valve body internal sticking or debris trapping the solenoid
Symptoms
- Check Engine / MIL illuminated
- Harsh, delayed or unexpected shifts
- Transmission may stay in one gear or enter limp/safe mode
- No upshift or downshift for specific gears
- Possible transmission overheating if prolonged
- Stored transmission-related drivability complaints
What to check
- Read freeze frame and all stored transmission codes; note PCM/TCM status
- Inspect ATF level and condition; look for metal particles or heavy contamination
- Visually inspect transmission wiring harness and connector for damage, corrosion, or fluid intrusion
- Use a scan tool to command shift solenoid E ON/OFF and observe response and PCM status
- Compare live data for shift solenoid status and other solenoid outputs while commanding
- Measure solenoid coil resistance at the connector (compare to factory spec)
Signal parameters
- Solenoid coil resistance: vehicle-specific; commonly on the order of tens of ohms (check factory spec)
- Activation method: typically switched to ground by PCM/TCM or driven by PWM (duty-cycle varies by vehicle)
- Command voltage: supply voltage present at solenoid connector when ON (PCM may switch ground side)
- Expected behavior: solenoid should show open/closed state changes when commanded by scan tool
- Current draw: typically under a few amps when activated (spec varies)
Diagnostic algorithm
- Retrieve and record all transmission-related codes and freeze-frame data. Note driving conditions when the code set.
- Inspect ATF for level, color, smell, and debris. Replace fluid and filter if severely contaminated before repeating tests.
- Visually inspect wiring and connectors for physical damage, corrosion, broken pins, or signs of fluid intrusion. Repair any issues found.
- With connector disconnected, measure solenoid coil resistance and compare to manufacturer specification. If out of range, replace solenoid.
- Backprobe solenoid harness at the transmission and check for short to power or ground. With solenoid disconnected, check continuity to power/ground that would indicate a short.
- Use a scan tool to command solenoid E ON and OFF while monitoring live data and observing transmission response. If commanded but no change, suspect wiring/solenoid; if controller shows command but harness has no change, suspect wiring or TCM driver.
- If possible, apply a bench 12V (or specified voltage) to the solenoid coil to confirm mechanical operation (observe plunger movement). Use vehicle specifications and safe bench methods.
- If wiring and solenoid test good, consider swapping with another known-good solenoid (if same type) to isolate TCM vs solenoid fault.
- If tests point to internal valve body or stuck plunger, consider removing valve body for inspection/cleaning or replacing solenoid/valve body assembly according to service manual.
- After repairs, clear codes and perform a full test drive under the conditions that originally set the code to verify the repair.
Likely causes
- Solenoid coil shorted or mechanically stuck (most common)
- Damaged wiring or connector at the transmission harness
- Contaminated fluid causing solenoid plunger sticking
- Driver transistor inside TCM/PCM failed (less common)
Fault status
Status
PCM/TCM detected shift solenoid E circuit is stuck ON (continuous/incorrect activation). Transmission may operate improperly and the vehicle may enter limp mode. Diagnostic testing of solenoid, wiring, fluid, and control module recommended.
Repair difficulty: Medium
Diagnostic time: 1.0 - 3.0 hours
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Code
P0772
HUMMER
P — Powertrain
Shift Solenoid E Stuck On
Views:
UK: 14
EN: 18
RU: 12
AI status
Completed
Completed
100%
Causes
- Failed or internally shorted shift solenoid E
- Short to ground or power in solenoid wiring or connector
- Corroded or damaged transmission harness or pins
- Low, dirty, or contaminated automatic transmission fluid (ATF)
- Faulty transmission control module (TCM) or PCM driver circuit
- Valve body internal sticking or debris trapping the solenoid
Symptoms
- Check Engine / MIL illuminated
- Harsh, delayed or unexpected shifts
- Transmission may stay in one gear or enter limp/safe mode
- No upshift or downshift for specific gears
- Possible transmission overheating if prolonged
- Stored transmission-related drivability complaints
What to check
- Read freeze frame and all stored transmission codes; note PCM/TCM status
- Inspect ATF level and condition; look for metal particles or heavy contamination
- Visually inspect transmission wiring harness and connector for damage, corrosion, or fluid intrusion
- Use a scan tool to command shift solenoid E ON/OFF and observe response and PCM status
- Compare live data for shift solenoid status and other solenoid outputs while commanding
- Measure solenoid coil resistance at the connector (compare to factory spec)
Signal parameters
- Solenoid coil resistance: vehicle-specific; commonly on the order of tens of ohms (check factory spec)
- Activation method: typically switched to ground by PCM/TCM or driven by PWM (duty-cycle varies by vehicle)
- Command voltage: supply voltage present at solenoid connector when ON (PCM may switch ground side)
- Expected behavior: solenoid should show open/closed state changes when commanded by scan tool
- Current draw: typically under a few amps when activated (spec varies)
Diagnostic algorithm
- Retrieve and record all transmission-related codes and freeze-frame data. Note driving conditions when the code set.
- Inspect ATF for level, color, smell, and debris. Replace fluid and filter if severely contaminated before repeating tests.
- Visually inspect wiring and connectors for physical damage, corrosion, broken pins, or signs of fluid intrusion. Repair any issues found.
- With connector disconnected, measure solenoid coil resistance and compare to manufacturer specification. If out of range, replace solenoid.
- Backprobe solenoid harness at the transmission and check for short to power or ground. With solenoid disconnected, check continuity to power/ground that would indicate a short.
- Use a scan tool to command solenoid E ON and OFF while monitoring live data and observing transmission response. If commanded but no change, suspect wiring/solenoid; if controller shows command but harness has no change, suspect wiring or TCM driver.
- If possible, apply a bench 12V (or specified voltage) to the solenoid coil to confirm mechanical operation (observe plunger movement). Use vehicle specifications and safe bench methods.
- If wiring and solenoid test good, consider swapping with another known-good solenoid (if same type) to isolate TCM vs solenoid fault.
- If tests point to internal valve body or stuck plunger, consider removing valve body for inspection/cleaning or replacing solenoid/valve body assembly according to service manual.
- After repairs, clear codes and perform a full test drive under the conditions that originally set the code to verify the repair.
Likely causes
- Solenoid coil shorted or mechanically stuck (most common)
- Damaged wiring or connector at the transmission harness
- Contaminated fluid causing solenoid plunger sticking
- Driver transistor inside TCM/PCM failed (less common)
Fault status
Status
PCM/TCM detected shift solenoid E circuit is stuck ON (continuous/incorrect activation). Transmission may operate improperly and the vehicle may enter limp mode. Diagnostic testing of solenoid, wiring, fluid, and control module recommended.
Repair difficulty: Medium
Diagnostic time: 1.0 - 3.0 hours
Your experience will help others
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Was this AI description helpful?
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0
Send to email
Code
P0772
MERCEDES-BENZ
P — Powertrain
Shift Solenoid E Stuck On
Views:
UK: 15
EN: 20
RU: 15
AI status
Completed
Completed
100%
Causes
- Failed or internally shorted shift solenoid E
- Short to ground or power in solenoid wiring or connector
- Corroded or damaged transmission harness or pins
- Low, dirty, or contaminated automatic transmission fluid (ATF)
- Faulty transmission control module (TCM) or PCM driver circuit
- Valve body internal sticking or debris trapping the solenoid
Symptoms
- Check Engine / MIL illuminated
- Harsh, delayed or unexpected shifts
- Transmission may stay in one gear or enter limp/safe mode
- No upshift or downshift for specific gears
- Possible transmission overheating if prolonged
- Stored transmission-related drivability complaints
What to check
- Read freeze frame and all stored transmission codes; note PCM/TCM status
- Inspect ATF level and condition; look for metal particles or heavy contamination
- Visually inspect transmission wiring harness and connector for damage, corrosion, or fluid intrusion
- Use a scan tool to command shift solenoid E ON/OFF and observe response and PCM status
- Compare live data for shift solenoid status and other solenoid outputs while commanding
- Measure solenoid coil resistance at the connector (compare to factory spec)
Signal parameters
- Solenoid coil resistance: vehicle-specific; commonly on the order of tens of ohms (check factory spec)
- Activation method: typically switched to ground by PCM/TCM or driven by PWM (duty-cycle varies by vehicle)
- Command voltage: supply voltage present at solenoid connector when ON (PCM may switch ground side)
- Expected behavior: solenoid should show open/closed state changes when commanded by scan tool
- Current draw: typically under a few amps when activated (spec varies)
Diagnostic algorithm
- Retrieve and record all transmission-related codes and freeze-frame data. Note driving conditions when the code set.
- Inspect ATF for level, color, smell, and debris. Replace fluid and filter if severely contaminated before repeating tests.
- Visually inspect wiring and connectors for physical damage, corrosion, broken pins, or signs of fluid intrusion. Repair any issues found.
- With connector disconnected, measure solenoid coil resistance and compare to manufacturer specification. If out of range, replace solenoid.
- Backprobe solenoid harness at the transmission and check for short to power or ground. With solenoid disconnected, check continuity to power/ground that would indicate a short.
- Use a scan tool to command solenoid E ON and OFF while monitoring live data and observing transmission response. If commanded but no change, suspect wiring/solenoid; if controller shows command but harness has no change, suspect wiring or TCM driver.
- If possible, apply a bench 12V (or specified voltage) to the solenoid coil to confirm mechanical operation (observe plunger movement). Use vehicle specifications and safe bench methods.
- If wiring and solenoid test good, consider swapping with another known-good solenoid (if same type) to isolate TCM vs solenoid fault.
- If tests point to internal valve body or stuck plunger, consider removing valve body for inspection/cleaning or replacing solenoid/valve body assembly according to service manual.
- After repairs, clear codes and perform a full test drive under the conditions that originally set the code to verify the repair.
Likely causes
- Solenoid coil shorted or mechanically stuck (most common)
- Damaged wiring or connector at the transmission harness
- Contaminated fluid causing solenoid plunger sticking
- Driver transistor inside TCM/PCM failed (less common)
Fault status
Status
PCM/TCM detected shift solenoid E circuit is stuck ON (continuous/incorrect activation). Transmission may operate improperly and the vehicle may enter limp mode. Diagnostic testing of solenoid, wiring, fluid, and control module recommended.
Repair difficulty: Medium
Diagnostic time: 1.0 - 3.0 hours
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
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0
Send to email