Skip to content
Skip to content

OBD-II Code

P0975

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.

P0975 is the Shift Solenoid B Control Circuit Range/Performance code — the electrical circuit on SS-B (the second on/off or PWM shift solenoid in the valve body, controlling a specific shift event whose mapping depends on platform) ohms out fine but the commanded state does not produce the expected shift response.

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 procedureP0975 is the Shift Solenoid B Control Circuit Range/Performance code — the electrical circuit on SS-B (the second on/off or PWM shift solenoid in the…

P0975 is the Shift Solenoid B Control Circuit Range/Performance code — the electrical circuit on SS-B (the second on/off or PWM shift solenoid in the valve body, controlling a specific shift event whose mapping depends on platform) ohms out fine but the commanded state does not produce the expected shift response.

Cheapest-first

  1. fluid level and condition before anything electrical — overfilled, burnt, or low ATF mimics solenoid performance faults and costs nothing to rule out.
  2. Then drive the trans with a scan tool watching SS-B commanded state vs. actual gear, vs. line pressure if you have a gauge in: a commanded SS-B-on with no shift response means the solenoid is stuck open, mechanically blocked, or downstream valve-body bore wear is killing the shift even with the solenoid working.
  3. Ohm SS-B at the case connector — typical spec 8-30 ohms cold (most on/off shift solenoids land 19-31 ohms on GM 4L60E, 9-16 ohms on Ford 4R75W, 11-15 ohms on Chrysler 45RFE/545RFE solenoid pack, 10-15 ohms on Toyota A340/A750).
  4. Out-of-band ohms = solenoid replacement.
  5. In-spec ohms with P0975 still setting = downstream hydraulic issue (worn valve-body bore, stuck shift valve, leaking accumulator) — pull the valve body for inspection, don't keep throwing solenoids.
  6. Active current at full command should land 0.5-1.5 A on an on/off design.
  7. Expensive-misdiagnosis caveat: on Chrysler 545RFE/68RFE, SS-B is on the integrated solenoid pack and a stuck or hydraulically-noisy SS-B almost never lives alone — the whole pack is degrading and only one circuit has set a code so far.
  8. Replacing one piece of a 545RFE/68RFE pack is not a supported repair; the entire pack is the part number, the entire pack is the labor, and a single-solenoid chase wastes 2-4 hours of customer money.
Vehicle-specific patterns1996-2007 GM 4L60E/4L65E sets P0975 (or older equivalents) from the 2-3 shift solenoid wearing or contamination from the 3-4 clutch pack debris loadi…
  • 1996-2007GM 4L60E/4L65E sets P0975 (or older equivalents) from the 2-3 shift solenoid wearing or contamination from the 3-4 clutch pack debris loading the screens — GM TSB 04-07-30-009 covers updated solenoid kits with revised screens, $150-300 parts.
  • 2003-2010Dodge Ram 1500/2500 with 545RFE and 2007-up 68RFE throws P0975 routinely as the integrated solenoid pack ages — 70,000-150,000 mile window is the documented high-frequency band per AAMCO and RepairPal cost-aggregation data, $500-900 parts plus labor for the pack at independents.
  • 2007-2013Dodge/RAM HD with the Aisin AS69RC sets P0975 from internal valve-body sleeve wear scoring the SS-B plunger after a torque-converter shudder dumps clutch debris.
  • 2001-2010GM HD with the Allison 1000 (LCT1000) sees the equivalent SS-B range/performance from PCS-2/PCS-3 wire chafe at the case-flange ridge — repair the wire, not the solenoid, per Allison service guidance.

Estimated repair$300 to $1,500.

Look up another code

More free tools

VIN DecoderDecode year, make, model, engine, recalls.Maintenance ScheduleOil, timing belt, fluids, by vehicle.Tire SizeOEM vs new — diameter delta + speedo error.Gas CostWeekly, monthly, annual fuel math.

See all 9 tools