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Home / DTC / P2763 — Torque Converter Clutch Pressure Control Solenoid Control Circuit High

P2763 — Torque Converter Clutch Pressure Control Solenoid Control Circuit High

Detailed page for trouble code P2763.

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P2763

Generic P — Powertrain

Torque Converter Clutch Pressure Control Solenoid Control Circuit High

Brand: Generic
Type: P — Powertrain
Views: UK: 24 EN: 30 RU: 24
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or high-resistance wiring between PCM/TCM and TCC pressure control solenoid
  • Short to battery voltage (VB) on the solenoid control circuit
  • Poor or corroded connector pins at solenoid or PCM/TCM
  • Failed TCC pressure control solenoid (coil short/open or internal fault)
  • Blown fuse or faulty power/ground supplying related transmission circuits
  • Faulty PCM/TCM driver transistor (less common)

Symptoms

  • Transmission MIL/Check Engine Light illuminated
  • Torque converter clutch fails to engage or disengage properly
  • Harsh or erratic shifting
  • Reduced fuel economy when TCC does not lock
  • Possible limp-in mode or reduced transmission performance
  • Noises or shudder under certain load/speed conditions

What to check

  • Retrieve freeze frame and full DTC list with a capable scan tool; note conditions when DTC set
  • Visually inspect transmission harness, connectors, and solenoid connector for corrosion, bent pins, or damage
  • Check related fuses and relays for the transmission control circuits
  • Measure battery voltage (should be ~11.5–14.5 V) and verify good chassis/engine ground
  • Backprobe solenoid control connector and monitor voltage while commanding TCC on/off with scan tool
  • Measure solenoid coil resistance with connector disconnected (vehicle-specific; see signal_params for typical range)

Signal parameters

  • Battery voltage: ~11.5–14.5 V (system operating voltage)
  • Reference/control circuit idle (PCM not commanding): typically near battery voltage (~10–14 V) on the control lead (varies by design)
  • Control circuit when commanded ON (PCM sinks or drives): typically near 0–1.5 V if PCM grounds the solenoid; some systems modulate via PWM
  • Typical solenoid coil resistance (vehicle-dependent): commonly ~6–30 ohms; consult vehicle spec
  • PWM frequency (if modulated): commonly in the 5–200 Hz range depending on vehicle; duty cycle varies with commanded pressure
  • High-circuit fault means measured control voltage is higher than expected when PCM attempts to pull the circuit low (indicates open or short to B+)

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Check for related transmission or network codes.
  2. Perform a visual inspection of the TCC pressure control solenoid connector, wiring harness, and PCM/TCM connector for damage, corrosion, or loose pins.
  3. Verify battery voltage and ground integrity. Repair any low-voltage or poor-ground conditions before continuing.
  4. With ignition ON (engine off), disconnect the TCC solenoid connector and measure coil resistance between solenoid terminals; compare to manufacturer spec (typical 6–30 Ω). If open or out-of-range, replace solenoid.
  5. Reconnect solenoid. Backprobe the control wire at the solenoid connector. Command TCC ON/OFF with a scan tool and observe voltage: when commanded ON the PCM usually pulls the control circuit low (near 0–1.5 V); when OFF it should be near battery voltage. If control wire remains high when commanded ON, suspect open or short to B+ upstream or PCM driver fault.
  6. If the control wire is high at the solenoid but correct at the PCM connector, repair wiring/connector between PCM and solenoid. If high at both ends, check for short to battery or defective fuse/relay.
  7. Use an oscilloscope to inspect waveform and look for PWM modulation, voltage spikes, or intermittent opens when commanding the solenoid. Wiggle the harness to reproduce intermittent faults.
  8. If wiring and solenoid check good, substitute a known-good solenoid (if available) and retest. If fault follows replacement solenoid, inspect wiring again; if fault remains with correct wiring, suspect PCM/TCM output driver fault and verify with manufacturer's diagnostic procedure before module replacement.
  9. Repair or replace damaged wiring, connectors, solenoid, or PCM as indicated. Clear codes and perform a road test and recheck to confirm repair.

Likely causes

  • Open or shorted harness between PCM/TCM and solenoid
  • Corroded/poor connector at solenoid or module
  • Failed solenoid coil
  • Short to battery (VB) on control wire

Fault status

⚠️ Status
PCM/TCM detected higher-than-expected voltage on the torque converter clutch pressure control solenoid control circuit (circuit high).
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P2760 P2761 P2762 P2764 P0740 P0743
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Code

P2763

HUMMER P — Powertrain

Short to voltage in the TCC Solenoid

Brand: HUMMER
Type: P — Powertrain
Views: UK: 10 EN: 19 RU: 13
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or high-resistance wiring between PCM/TCM and TCC pressure control solenoid
  • Short to battery voltage (VB) on the solenoid control circuit
  • Poor or corroded connector pins at solenoid or PCM/TCM
  • Failed TCC pressure control solenoid (coil short/open or internal fault)
  • Blown fuse or faulty power/ground supplying related transmission circuits
  • Faulty PCM/TCM driver transistor (less common)

Symptoms

  • Transmission MIL/Check Engine Light illuminated
  • Torque converter clutch fails to engage or disengage properly
  • Harsh or erratic shifting
  • Reduced fuel economy when TCC does not lock
  • Possible limp-in mode or reduced transmission performance
  • Noises or shudder under certain load/speed conditions

What to check

  • Retrieve freeze frame and full DTC list with a capable scan tool; note conditions when DTC set
  • Visually inspect transmission harness, connectors, and solenoid connector for corrosion, bent pins, or damage
  • Check related fuses and relays for the transmission control circuits
  • Measure battery voltage (should be ~11.5–14.5 V) and verify good chassis/engine ground
  • Backprobe solenoid control connector and monitor voltage while commanding TCC on/off with scan tool
  • Measure solenoid coil resistance with connector disconnected (vehicle-specific; see signal_params for typical range)

Signal parameters

  • Battery voltage: ~11.5–14.5 V (system operating voltage)
  • Reference/control circuit idle (PCM not commanding): typically near battery voltage (~10–14 V) on the control lead (varies by design)
  • Control circuit when commanded ON (PCM sinks or drives): typically near 0–1.5 V if PCM grounds the solenoid; some systems modulate via PWM
  • Typical solenoid coil resistance (vehicle-dependent): commonly ~6–30 ohms; consult vehicle spec
  • PWM frequency (if modulated): commonly in the 5–200 Hz range depending on vehicle; duty cycle varies with commanded pressure
  • High-circuit fault means measured control voltage is higher than expected when PCM attempts to pull the circuit low (indicates open or short to B+)

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Check for related transmission or network codes.
  2. Perform a visual inspection of the TCC pressure control solenoid connector, wiring harness, and PCM/TCM connector for damage, corrosion, or loose pins.
  3. Verify battery voltage and ground integrity. Repair any low-voltage or poor-ground conditions before continuing.
  4. With ignition ON (engine off), disconnect the TCC solenoid connector and measure coil resistance between solenoid terminals; compare to manufacturer spec (typical 6–30 Ω). If open or out-of-range, replace solenoid.
  5. Reconnect solenoid. Backprobe the control wire at the solenoid connector. Command TCC ON/OFF with a scan tool and observe voltage: when commanded ON the PCM usually pulls the control circuit low (near 0–1.5 V); when OFF it should be near battery voltage. If control wire remains high when commanded ON, suspect open or short to B+ upstream or PCM driver fault.
  6. If the control wire is high at the solenoid but correct at the PCM connector, repair wiring/connector between PCM and solenoid. If high at both ends, check for short to battery or defective fuse/relay.
  7. Use an oscilloscope to inspect waveform and look for PWM modulation, voltage spikes, or intermittent opens when commanding the solenoid. Wiggle the harness to reproduce intermittent faults.
  8. If wiring and solenoid check good, substitute a known-good solenoid (if available) and retest. If fault follows replacement solenoid, inspect wiring again; if fault remains with correct wiring, suspect PCM/TCM output driver fault and verify with manufacturer's diagnostic procedure before module replacement.
  9. Repair or replace damaged wiring, connectors, solenoid, or PCM as indicated. Clear codes and perform a road test and recheck to confirm repair.

Likely causes

  • Open or shorted harness between PCM/TCM and solenoid
  • Corroded/poor connector at solenoid or module
  • Failed solenoid coil
  • Short to battery (VB) on control wire

Fault status

⚠️ Status
PCM/TCM detected higher-than-expected voltage on the torque converter clutch pressure control solenoid control circuit (circuit high).
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P2760 P2761 P2762 P2764 P0740 P0743
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P2763

LAND ROVER P — Powertrain

Control of the converter clutch pressure control solenoid of torque - high circuit

Brand: LAND ROVER
Type: P — Powertrain
Views: UK: 5 EN: 15 RU: 11
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or high-resistance wiring between PCM/TCM and TCC pressure control solenoid
  • Short to battery voltage (VB) on the solenoid control circuit
  • Poor or corroded connector pins at solenoid or PCM/TCM
  • Failed TCC pressure control solenoid (coil short/open or internal fault)
  • Blown fuse or faulty power/ground supplying related transmission circuits
  • Faulty PCM/TCM driver transistor (less common)

Symptoms

  • Transmission MIL/Check Engine Light illuminated
  • Torque converter clutch fails to engage or disengage properly
  • Harsh or erratic shifting
  • Reduced fuel economy when TCC does not lock
  • Possible limp-in mode or reduced transmission performance
  • Noises or shudder under certain load/speed conditions

What to check

  • Retrieve freeze frame and full DTC list with a capable scan tool; note conditions when DTC set
  • Visually inspect transmission harness, connectors, and solenoid connector for corrosion, bent pins, or damage
  • Check related fuses and relays for the transmission control circuits
  • Measure battery voltage (should be ~11.5–14.5 V) and verify good chassis/engine ground
  • Backprobe solenoid control connector and monitor voltage while commanding TCC on/off with scan tool
  • Measure solenoid coil resistance with connector disconnected (vehicle-specific; see signal_params for typical range)

Signal parameters

  • Battery voltage: ~11.5–14.5 V (system operating voltage)
  • Reference/control circuit idle (PCM not commanding): typically near battery voltage (~10–14 V) on the control lead (varies by design)
  • Control circuit when commanded ON (PCM sinks or drives): typically near 0–1.5 V if PCM grounds the solenoid; some systems modulate via PWM
  • Typical solenoid coil resistance (vehicle-dependent): commonly ~6–30 ohms; consult vehicle spec
  • PWM frequency (if modulated): commonly in the 5–200 Hz range depending on vehicle; duty cycle varies with commanded pressure
  • High-circuit fault means measured control voltage is higher than expected when PCM attempts to pull the circuit low (indicates open or short to B+)

Diagnostic algorithm

  1. Read and record all DTCs and freeze-frame data. Check for related transmission or network codes.
  2. Perform a visual inspection of the TCC pressure control solenoid connector, wiring harness, and PCM/TCM connector for damage, corrosion, or loose pins.
  3. Verify battery voltage and ground integrity. Repair any low-voltage or poor-ground conditions before continuing.
  4. With ignition ON (engine off), disconnect the TCC solenoid connector and measure coil resistance between solenoid terminals; compare to manufacturer spec (typical 6–30 Ω). If open or out-of-range, replace solenoid.
  5. Reconnect solenoid. Backprobe the control wire at the solenoid connector. Command TCC ON/OFF with a scan tool and observe voltage: when commanded ON the PCM usually pulls the control circuit low (near 0–1.5 V); when OFF it should be near battery voltage. If control wire remains high when commanded ON, suspect open or short to B+ upstream or PCM driver fault.
  6. If the control wire is high at the solenoid but correct at the PCM connector, repair wiring/connector between PCM and solenoid. If high at both ends, check for short to battery or defective fuse/relay.
  7. Use an oscilloscope to inspect waveform and look for PWM modulation, voltage spikes, or intermittent opens when commanding the solenoid. Wiggle the harness to reproduce intermittent faults.
  8. If wiring and solenoid check good, substitute a known-good solenoid (if available) and retest. If fault follows replacement solenoid, inspect wiring again; if fault remains with correct wiring, suspect PCM/TCM output driver fault and verify with manufacturer's diagnostic procedure before module replacement.
  9. Repair or replace damaged wiring, connectors, solenoid, or PCM as indicated. Clear codes and perform a road test and recheck to confirm repair.

Likely causes

  • Open or shorted harness between PCM/TCM and solenoid
  • Corroded/poor connector at solenoid or module
  • Failed solenoid coil
  • Short to battery (VB) on control wire

Fault status

⚠️ Status
PCM/TCM detected higher-than-expected voltage on the torque converter clutch pressure control solenoid control circuit (circuit high).
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

P2760 P2761 P2762 P2764 P0740 P0743
Workshop Manuals

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Land Rover Defender 300Tdi — Workshop Manual (1996 model year)

Workshop Manual
Defender 300Tdi Years: 1996 Manual in English 7.5 MB
Short description

Official workshop manual for the Land Rover Defender 300Tdi (from 1996 model year). Contains specifications, adjustment, fault diagnosis and step-by-step repair and overhaul procedures for engine, transmission, axles, suspension, brakes, electrical and body. Intended for dealer workshops and trained technicians.

199,00 UAH
Contents
Key sections:
  • 01 INTRODUCTION
  • 04 GENERAL SPECIFICATION DATA
  • 05 ENGINE TUNING DATA
  • 07 GENERAL FITTING REMINDERS
  • 09 LUBRICANTS, FLUIDS AND CAPACITIES
  • 10 MAINTENANCE
  • 12 ENGINE Tdi
  • - Description and operation
  • - Fault diagnosis
  • - Adjustment
  • - Repair and overhaul procedures
  • 19 FUEL SYSTEM Tdi
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Land Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)

Workshop Manual
Defender Years: 1999–2002 Manual in English 7.6 MB
Short description

Workshop 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.

199,00 UAH
Contents
Key sections:
  • 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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Land Rover Range Rover — Electrical Library (LRL 0453ENG, 2002)

Workshop Manual
Manual in English Pages: 494 7.1 MB
Short description

Land Rover Range Rover Electrical Library (LRL 0453ENG). Comprehensive manual covering fuse details, earth points, system descriptions, diagnostics and connector pin-outs for electrical troubleshooting and repair. Intended for technicians and service workshops.

199,00 UAH
Contents
Key sections:
  • 1 INTRODUCTION
  • 1.1 About this document
  • 1.2 Battery voltage
  • 1.3 Electrical precautions
  • 1.4 Battery disconnecting / charging
  • 1.5 Disciplines / greases
  • 1.6 Abbreviations
  • 1.7 HeVAC, sensors abbreviations
  • 1.8 How to use this document
  • 1.9 Connector detail format
  • 1.10 Fault diagnosis
  • 1.11 Wire colour codes
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