P2716

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 patterns: 2011-2017 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 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. 2010-2014 Ford Mustang GT with the 6R80 throws the same P2716 pattern. 2013-2018 Ram 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. 2008-2014 GM 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. 2009-2014 Jeep Grand Cherokee/Durango with the 545RFE/65RFE family throws P2716 from solenoid pack internal-wiring failure. Estimated repair: $250 to $1,800.