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OBD-II Code

P2702

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–$4,500

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

P2702 covers Friction Element C with the same apply-time monitor.

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 procedureP2702 covers Friction Element C with the same apply-time monitor.

P2702 covers Friction Element C with the same apply-time monitor. The TCM still measures the RPM-convergence window and still expects a clean shift inside 350-500 ms, with the fault threshold at 700-1000 ms. Element C on most 6-speeds is one of the intermediate clutches (often 3-5-Reverse on GM 6L80 or Intermediate on Ford 6R80), and on 8-speeds it's typically the C clutch in ZF's A-E mapping.

Cheapest-first ladder

  1. fluid level + color + smell first — burned fluid is the single most common P27xx root cause and changes the pressure-rise time before any electrical component is involved; capture live turbine-RPM vs output-RPM during the offending shift; mechanical line-pressure test (60-90 psi idle, 180-260 psi WOT commanded); then scope the PCS driving Element C (8-30 ohm coil, 0.5-1.5 A drive).
  2. Watch the duty-cycle command vs actual current on the scope — if the TCM is commanding 100% but current is only hitting 60% of nominal, you've got a high-resistance circuit (corroded internal harness pass-through is the usual cause).
  3. Caveat: friction-element apply-time codes mean internal hydraulic delay — solenoid is cheapest, valve-body sealing rings and bore wear is medium, worn clutch packs is expensive.
  4. Pressure-test BEFORE teardown — pulling the pan and valve body costs $400+ in labor alone before any parts are even on the bench.
Vehicle-specific patterns2007-2014 GM 6L80/6L90 trucks and SUVs throw P2702 most often from worn 3-5-Reverse clutch packs combined with TEHCM (integrated pan-mounted TCM) con…
  • 2007-2014GM 6L80/6L90 trucks and SUVs throw P2702 most often from worn 3-5-Reverse clutch packs combined with TEHCM (integrated pan-mounted TCM) connector corrosion — GM service bulletins from the 2012-2014 model years cover the TEHCM as a service-part assembly.
  • 2011+Ford 6R80 in F-150/Expedition/Mustang sees P2702 alongside other element codes when the lead-frame internal harness develops shorts between solenoid circuits.
  • 2009+ZF 8HP behind BMW N55/B58 and the Dodge Hemi platforms throws P2702 from the C-clutch piston-seal wear when fluid is run past its 60-80k mile service interval (despite BMW's lifetime-fluid marketing).
  • 2007-2014Aisin AS69RC behind the Cummins 6.7L throws P2702 from worn intermediate clutches under heavy-tow service.
  • 2005-2012Mercedes 7G-Tronic 722.9 maps Element C to the K2 clutch and is notorious for valve-body conductor-plate failure causing apply-time codes.

Estimated repair$300 to $4,500.

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