P2723

Code

Generic P — Powertrain

Pressure Control Solenoid E Performance/Stuck Off

Brand: Generic

Type: P — Powertrain

Views: UK: 29 EN: 103 RU: 40

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Page language: EN

Causes

Failed or mechanically stuck Pressure Control Solenoid E
Open or shorted wiring to the solenoid (connector, harness damage, corrosion)
Poor electrical connection at solenoid connector (corrosion, bent pins)
Low, old, or contaminated transmission fluid
Faulty transmission control module (TCM/PCM) or internal driver circuit
Faulty valve body or hydraulic circuit blockage affecting the solenoid

Symptoms

Erratic or harsh upshifts and downshifts
Transmission slipping or delayed engagement
Vehicle enters limp/limitation mode (reduced shift availability)
Transmission fluid leaks or unusual fluid condition (burnt smell, dark color)
Check Engine Light or Transmission MIL illuminated

What to check

Read and record freeze frame and all transmission-related codes with a scan tool
Inspect transmission fluid level and condition; note color and smell
Visually inspect wiring and connector to solenoid for corrosion, damage, or loose pins
Monitor live data for commanded duty cycle and actual pressure or solenoid status (if available)
Perform solenoid on/off actuation tests with a bi-directional scan tool and observe pressure/shift response
Measure solenoid coil resistance and compare to OEM specification

Signal parameters

Control type: typically PCM/TCM-driven PWM (pulse-width modulation) to vary solenoid flow
Expected supply voltage: vehicle battery voltage (~12 V) at the solenoid power pin (verify with OEM specs)
Expected control signal: variable duty cycle (0–100%) when commanded by PCM/TCM
Typical coil resistance: varies by design (commonly single-digit to a few tens of ohms); consult OEM spec
When commanded ON: controller will apply ground or PWM to modulate pressure; when OFF: baseline duty typically near 0%
If closed/stuck off: commanded duty may be present but no corresponding pressure change or current draw abnormality

Diagnostic algorithm

Verify code and note freeze-frame conditions. Check for other related transmission codes.
Inspect transmission fluid level and condition; correct level and replace or flush if severely contaminated.
Visually inspect solenoid connector and wiring for damage, corrosion, or pin issues. Repair as needed.
With ignition on, backprobe the solenoid connector: verify battery feed, ground path, and control signal while commanding solenoid with a scan tool.
Command the solenoid ON and OFF with a bi-directional scan tool while observing line pressure (if available) or shift behavior. No change indicates solenoid or hydraulic failure.
Measure solenoid coil resistance with the connector disconnected; compare to OEM spec. Check for short to ground or short to battery.
If electrical tests are good but solenoid does not affect pressure, suspect hydraulic blockage or valve body malfunction; consider valve body removal and inspection or solenoid replacement.
If wiring or connector faults are found, repair wiring and re-test before replacing solenoid.
If wiring and solenoid test good and control module outputs are missing or abnormal, test/replace TCM/PCM or inspect driver circuits per OEM procedures.
After repair, clear codes and perform a road test with scan tool monitoring to confirm proper operation and no recurrence.

Likely causes

Contaminated fluid or debris causing solenoid sticking
Damaged connector or chafed wiring causing intermittent/open circuit
Solenoid coil internal failure (open or short)
Valve body port stuck or clogged affecting solenoid function

Fault status

⚠️ Status

Transmission Pressure Control Solenoid E performance fault detected — solenoid not responding or stuck off. May cause incorrect line pressure, erratic shifts, or limp mode.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1-3 hours