P08DA

Code

Generic P — Powertrain

Shift Solenoid K Control Circuit Range/Performance

Brand: Generic

Type: P — Powertrain

Views: UK: 25 EN: 34 RU: 30

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Page language: EN

Causes

Open or short in solenoid K wiring (power or ground)
Poor or corroded connector or pin damage at solenoid or TCM/PCM
Faulty shift solenoid K (stuck, internal short, or hydraulic leakage)
Low, dirty, or degraded transmission fluid affecting solenoid operation
Faulty transmission control module (TCM/PCM) or internal driver circuit
Intermittent connection caused by vibration or damaged harness

Symptoms

Check Engine / Transmission warning lamp illuminated
Harsh, delayed, or erratic shifting
Transmission may go into limp mode or be stuck in a single gear
Gear hunting, flare or slipping during shifts
Reduced fuel economy and drivability issues
Stored transmission-related freeze frame data

What to check

Read and record freeze frame data and all related transmission codes
Confirm repeatability: clear code and road test to see if code returns
Visually inspect solenoid K connector and harness for damage, corrosion, or pin push-out
Check transmission fluid level, color and odor; replace if burnt or contaminated
Backprobe connector with key ON to check supply/reference voltage
Use a multimeter to measure solenoid coil resistance at the connector

Signal parameters

Typical coil resistance: ~6–30 ohms (varies by manufacturer; consult vehicle spec)
Supply/Reference voltage: ~12 V (key ON) or regulated reference from TCM/PCM
Ground switching: PCM/TCM typically switches ground to energize solenoid
Command signal: PWM duty cycle from 0%–100% to modulate pressure (frequency varies by vehicle, often tens to hundreds of Hz)
Current when energized: typically up to several amps depending on coil; use in-line current clamp to check

Diagnostic algorithm

Retrieve and record all stored transmission codes and freeze frame data. Note conditions when code set (temp, speed, gear).
Clear codes and attempt to reproduce. If intermittent, wiggle test harness/backprobe while driving or using active test to reproduce failure.
Perform a careful visual inspection of solenoid K connector, wiring looms, and ground points. Repair any physical damage or corrosion.
Check transmission fluid level and condition; top or replace fluid and filter if contaminated or burnt.
With ignition ON (engine OFF), backprobe the solenoid connector: verify reference/supply voltage and ground continuity to the PCM/TCM.
Measure solenoid coil resistance at the connector; compare to manufacturer spec. Replace solenoid if out of range or open.
Use a scan tool to command solenoid K ON/OFF and observe whether the PCM/TCM outputs a correct PWM (use scope to verify duty cycle and frequency).
If commanded output is present but solenoid does not respond, suspect the solenoid or hydraulic valve body; remove and bench-test or swap with another known-good solenoid (if identical) to confirm.
If solenoid resistance and operation are normal but circuit voltages are abnormal, trace wiring for opens/shorts and check continuity to PCM/TCM. Repair wiring/connectors as needed.
If PCM/TCM driver output is missing or abnormal and wiring is verified good, consider replacing the transmission control module. Verify with manufacturer procedures before replacement.
After any repair or replacement, clear codes and perform road test to verify repair. Re-scan and inspect for return of code.

Likely causes

Damaged harness between transmission and control module
Corroded connector terminals at the solenoid
Faulty solenoid coil (open/short or partial short)
Fluid contamination causing solenoid sticking
Failed driver transistor in TCM/PCM

Fault status

⚠️ Status

Transmission control module reports Shift Solenoid K control circuit range/performance out of specification — possible wiring, connector, solenoid, hydraulic fault, or control module driver issue.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.5-4.0 hours

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