OBD-II Code · Transmission
P2716
Pressure Control Solenoid D Electrical
Severity
high
Left alone, this one tends to take other parts with it.
Can you drive it
Not for long
Driving on this one risks further damage. Get it to a shop rather than carrying on with it.
Indicative cost (USD)
$300–$2,000
Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.
Pressure solenoid D electrical fault.
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.
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.
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.
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.
Then work the likely-causes list in the order shown.
That order is what a shop checks first for this code — wiring and connections before the component they run to, because a connector costs nothing to inspect and is a common answer.
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
- Harsh shifts
- Limp mode
Likely causes
- WiringMost common
- Failed solenoid
Read the full diagnostic procedureP2716 is a generic electrical fault on Pressure Control Solenoid D inside the transmission valve body — the ECM/TCM has detected an out-of-range elec…
P2716 is a generic electrical fault on Pressure Control Solenoid D inside the transmission valve body — the ECM/TCM has detected an out-of-range electrical condition (open circuit, short to power, short to ground, or driver-circuit fault) on the wiring or coil for the D solenoid, which on most modern automatics is the torque-converter-clutch (TCC) apply solenoid or an adjacent line-pressure or shift-pressure circuit depending on platform. A healthy pressure-control solenoid coil reads roughly 8-30 ohms cold across the two terminals (platform-specific — Ford 6R80 TCC PCS is around 10-15 ohms, GM 6L80 PCS is around 4-7 ohms on some circuits), and the TCM drives it with a pulse-width-modulated current of about 0.5-1.5A at duty cycle, ramping smoothly under shift and lockup commands.
Cheapest-first ladder
- read live data with a scan tool capable of transmission PIDs and watch the PCS-D commanded current vs. actual current under a drive cycle — a healthy solenoid follows command within a few hundredths of an amp, a failed driver or open coil reads zero actual amps, a shorted coil reads pegged-high amps; pull the trans pan or external connector (platform-dependent) and check coil resistance against the FSM spec, anything outside 8-30 ohms for typical PCS-D (verify your specific platform) is a failed solenoid; back-probe the TCM solenoid driver pin and the return pin at the case connector and verify the harness from connector to solenoid with continuity and resistance to ground; inspect the trans fluid for burned smell or metallic shimmer (a solenoid failure paired with burned fluid means clutch material is circulating and the solenoid replacement is a band-aid before a rebuild).
- Before condemning a $150-$400 solenoid on a P2716, ALWAYS check the internal wiring harness (the lead-frame or spider-harness that runs through the trans pan) — Ford 6R80 and GM 6L80 internal harness chafe and connector-pin spread fail at the same mileage as the solenoid coils and cause identical electrical symptoms for a much cheaper repair when caught early.
Vehicle-specific patterns2011-2017 Ford F-150/Expedition with the 6R80 6-speed automatic is the dominant P2716 platform — the TCC PCS-D circuit fails from internal lead-frame…
- 2011-2017Ford F-150/Expedition with the 6R80 6-speed automatic is the dominant P2716 platform — the TCC PCS-D circuit fails from internal lead-frame degradation and from solenoid coil aging around 100,000-150,000 miles; symptoms are TCC apply harshness, RPM flare on lockup, and occasionally a no-lockup hot condition.
- 2010-2014Ford Mustang GT with the 6R80 throws the same P2716 pattern.
- 2013-2018Ram 2500/3500 with the Aisin AS69RC heavy-duty 6-speed throws P2716 from the AS69RC's PCS-D circuit on the lockup side, often paired with chronic 4-5 shift complaints; Mopar issued multiple service updates on AS69RC PCS calibration.
- 2008-2014GM 6L80/6L90-equipped trucks and SUVs (Silverado, Tahoe, Yukon, Escalade, Camaro SS, Corvette) throw P2716-family electrical codes from internal harness wear on the high-current PCS circuits.
- 2009-2014Jeep Grand Cherokee/Durango with the 545RFE/65RFE family throws P2716 from solenoid pack internal-wiring failure.
Estimated repair$250 to $1,800.
Look up another code
P2716 — frequently asked
What does a P2716 code mean?
Pressure solenoid D electrical fault.
What causes a P2716 code?
Common causes: Wiring; Failed solenoid.
What are the symptoms of a P2716 code?
Typical symptoms: Harsh shifts; Limp mode.
Is it safe to drive with a P2716 code?
Not for long. Driving on this one risks further damage. Get it to a shop rather than carrying on with it. Estimated repair: $300-$2,000.
How do I diagnose a P2716 code?
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. 2. Read the freeze frame — the conditions the fault was recorded under. 3. Confirm the fault is current rather than history. 4. Then work the likely-causes list in the order shown.
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