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OBD-II Code

P0964

Severity

Not yet reviewed

Nobody on our side has assessed this code yet, so we are not going to guess at how serious it is.

Can you drive it

We cannot say

Treat it as unknown until a shop reads it with live data. If the check-engine light is FLASHING, stop driving as soon as it is safe to — that means an active misfire, whatever the code.

Indicative cost (USD)

$300–$1,500

From this code's diagnostic notes. Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.

P0964 is the Pressure Control Solenoid B Control Circuit Range/Performance code — the electrical circuit ohms out fine but the hydraulic response does not match the commanded duty cycle within the expected band.

How a shop works this

Work from evidence to part, not the other way round. A code names a circuit or a symptom; it does not name the part that failed.

  1. Note every code that is set, not just this one.

    Codes that appear together usually narrow the cause faster than any one of them read alone.

  2. Read the freeze frame — the conditions the fault was recorded under.

    Cold or warm, idle or load, road speed and engine speed. A fault that only appears cold is a different fault from one that only appears under load, even with the same code on the scanner.

  3. Confirm the fault is current rather than history.

    Clear the code and see whether it returns under those same conditions. A code that does not come back may have been logged during a repair, a flat battery, or a bad connection that has since been disturbed.

  4. Then follow the diagnostic notes further down this page, in the order they are written.

    They are written in the order a shop works this code, cheapest checks first. Where they name a component, inspect its wiring and connector before replacing it.

If the code comes back after a repair, the underlying fault is still there. That is the point to bring in a scanner with live data and freeze-frame, or a shop that has one.

Common symptoms

  • Check engine light
Read the full diagnostic procedureP0964 is the Pressure Control Solenoid B Control Circuit Range/Performance code — the electrical circuit ohms out fine but the hydraulic response doe…

P0964 is the Pressure Control Solenoid B Control Circuit Range/Performance code — the electrical circuit ohms out fine but the hydraulic response does not match the commanded duty cycle within the expected band. PCS-B is the second linear/PWM pressure-control solenoid in the valve body (the first, PCS-A, sets main line pressure; PCS-B typically controls a clutch-apply circuit or a secondary regulator depending on platform).

Cheapest-first

  1. tap into the appropriate test port and connect a line-pressure gauge, then sweep the PCS-B duty cycle with a bidirectional scan tool while watching gauge response — a healthy linear PCS should produce smooth proportional pressure changes between roughly 50 and 260 psi depending on application.
  2. Stuck-high pressure with zero command means a stuck-closed solenoid or a sticking valve bore; stuck-low pressure with full command means a stuck-open solenoid, worn pump, or excessive internal leakage.
  3. Bench-ohm the solenoid against spec — most PCS-B units land 8-30 ohms cold (3-7 ohms for GM force-motor designs, 4-6 ohms for Toyota/Chrysler linear PCs, 5-12 ohms for Aisin).
  4. Then check ohms-to-ground on each pin (should be >100k ohms to case) and pin-to-pin for the solenoid itself; a low pin-to-ground reading with normal pin-to-pin resistance means ATF migration has shorted the winding to the case.
  5. Active driver current at full duty should land 0.5-1.5 A — anything below 0.3 A or pegged at 2 A points at the TCM driver or wiring, not the solenoid.
  6. Expensive-misdiagnosis caveat: on Chrysler 545RFE/68RFE the entire solenoid pack is a sealed integrated assembly with PCS-A, PCS-B, and all on/off shift solenoids on one body, and internal cross-leakage between adjacent solenoid bores frequently presents as a clean P0964 (or P0965/P0966/P0967) when the real fix is full solenoid-pack replacement — replacing just the PCS-B circuit-side wiring or the valve body separator plate will not catch a pack that's bleeding internally.
Vehicle-specific patterns1996-2007 GM 4L60E/4L65E in the Silverado/Tahoe/Trailblazer line throws P0964 (or the older equivalent P1870/P0776) when the 2-3 shift solenoid wears…
  • 1996-2007GM 4L60E/4L65E in the Silverado/Tahoe/Trailblazer line throws P0964 (or the older equivalent P1870/P0776) when the 2-3 shift solenoid wears or the pressure-regulator boost valve bore eats itself — Sonnax oversized boost-valve kit is the standard fix, $80-200 in parts plus pan-drop labor.
  • 2003-2010Dodge Ram 1500/2500 with the 545RFE and 2007-onward 68RFE see P0964 routinely between 70,000 and 150,000 miles as the integrated solenoid pack degrades; per AAMCO and RepairPal aggregated cost data, RAM 545RFE/68RFE solenoid-pack replacement runs $500-900 parts plus labor at independents, and Chrysler dealer quotes typically land $1,000-1,400 all-in.
  • 2007-2013Dodge/RAM 6.7 Cummins with the Aisin AS69RC sets P0964 from PCS-B contamination after a failed deep service or torque-converter shudder dumping debris into the pack — Aisin solenoid replacement requires valve-body R&R, $800-1,400.
  • 2001-2010Chevy/GMC HD with the Allison 1000 throws the LCT1000 equivalent from PCS-2/PCS-3 chafing where the internal harness crosses the case-flange ridge, a known wiring fix before solenoid replacement.

Estimated repair$300 to $1,500.

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