P092D

Code

Generic P — Powertrain

Gear Shift Lock Solenoid/Actuator Control Circuit B High

Brand: Generic

Type: P — Powertrain

Views: UK: 20 EN: 34 RU: 24

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Page language: EN

Causes

Short to battery (power) on the control wire for solenoid B
Open or high-resistance ground or connector problem
Internal short or failure in the shift lock solenoid/actuator coil
Faulty transmission control module (TCM) / body control module (BCM) driver transistor
Blown fuse or stuck relay in the shift lock/solenoid power circuit
Corrosion, bent pins, or poor connector contact

Symptoms

Shift interlock may not release or may be inoperative (cannot shift out of Park)
MIL/Check Engine lamp illuminated
Intermittent or permanent inability to move shifter from Park
Transmission or start-in-Park safety faults (vehicle may not start or allow gear selection)
Erratic shifting behavior related to shift lock operation

What to check

Read freeze frame and pending codes; note conditions when code set (ignition state, Brake switch state, gear)
Verify vehicle is in Park and parking brake engaged before tests
Visual inspection of related wiring harness for damage, pinched wires, or rodent chew marks between battery/power distribution and transmission connector
Inspect connectors at solenoid, transmission harness, and TCM/BCM for corrosion, bent pins, or looseness
Check related fuses and relays for the shift lock/solenoid power and control circuits

Signal parameters

Inactive (not commanded): control circuit should be near 0 V (close to ground); any sustained voltage significantly above 1 V is suspicious
Active (commanded ON): control circuit should switch to near battery voltage (≈9–14 V) when commanded by the module
Solenoid coil resistance: typically low (single-digit to tens of ohms). Consult vehicle service manual for exact ohms spec
Coil current when energized: moderate (typically tenths to a few amps). Refer to manufacturer spec

Diagnostic algorithm

Verify conditions and reproduce the code: clear DTCs, perform key-on and command shift lock solenoid B with a scan tool to see if code returns
Perform a visual inspection of wiring/connectors from the TCM/BCM to the transmission solenoid connector for damage, corrosion, or chafing
With ignition ON (engine off) backprobe the control (driver) pin for Circuit B at the harness/connector and observe voltage at rest and while commanding solenoid ON with a scan tool. Note voltages.
If circuit is HIGH when not commanded, disconnect the solenoid connector and check voltage at the harness side: - If harness remains HIGH with solenoid disconnected, suspect short to battery or faulty module driver. - If harness goes low with solenoid disconnected, suspect solenoid internal fault (short) or connector short to power when connected.
Measure solenoid coil resistance across the solenoid pins with connector disconnected. Compare to spec. Very low (near short) indicates internal short; open indicates open coil.
Inspect and wiggle harness while monitoring voltage/continuity to check intermittent shorts/opens.
Check for a short to battery by measuring resistance from the control pin to battery positive (with power removed) and to ground. Repair any wiring faults found.
If wiring and solenoid check OK, perform module driver test per service manual. If driver is stuck high after isolating wiring and solenoid, replace or repair the TCM/BCM as directed by manufacturer procedures.
After repairs, clear codes and road test to confirm fault does not return

Likely causes

Control wire shorted to battery voltage (pin harness damage, frayed insulation contacting power feed)
Failed/shorted solenoid coil that backfeeds the control line
Connector corrosion or pushed-out pin causing improper reference and high voltage reading
Driver transistor inside TCM/BCM is stuck closed (output stuck high)