OBD-II Code · Transmission
P2723
Pressure Control Solenoid E Stuck Off
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 E stuck off.
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
- Stuck solenoidMost common
- Debris
Read the full diagnostic procedureP2723 means the TCM (transmission control module) commanded pressure control solenoid 'E' on but measured voltage on the control circuit below the ra…
P2723 means the TCM (transmission control module) commanded pressure control solenoid 'E' on but measured voltage on the control circuit below the rationality threshold — a 'low' fault indicating a short to ground, a failed solenoid coil with shorted windings, a TCM driver failure, or a wiring chafe contacting chassis ground. PCS-E is the line-pressure or shift-pressure solenoid for a specific clutch pack or band element, depending on transmission family.
Shop-floor ladder
- Scan-tool read live solenoid command (% duty) vs feedback current — a healthy PCS-E pulls 0.5-1.5A at commanded duty; near-0A with the TCM reporting low-voltage = open circuit upstream of the solenoid, while very high current (above ~2A) into a low-voltage fault = shorted coil pulling the rail down.
- Drop the transmission pan or remove the solenoid access cover and disconnect the PCS-E electrical connector; resistance-check the solenoid coil — typical 8-30 ohms at room temp depending on transmission family; below 5 ohms = shorted, infinite = open, ground continuity = shorted to case (always replace).
- With the solenoid disconnected, key-on engine-off, backprobe the TCM-side connector for solenoid control voltage — should swing 0-12V on duty cycle; if it stays pulled to ground with the solenoid unplugged, the TCM driver is shorted internally.
- Inspect the internal harness for chafe at known wear points (typical on most transmissions where the harness passes the valve body).
- If solenoid and wiring check good but the code returns, the TCM driver stage is the fault. DO NOT probe HV orange-wire circuits with a standard multimeter. Always service HV with Class 0 1000V gloves, isolation tester (Megger), and DC-rated lugged probes. Pack contactor stuck-closed (P0AF1/P0AF2) is the only condition where the orange-wire bus may be live AFTER the service plug is removed. NEVER assume zero potential — always measure with an HV-rated meter.
Vehicle-specific patterns2009-2017 Ford F-150 / Expedition / Mustang with the 6R80 6-speed throws P2723 from a known solenoid pack failure around 100-150k miles — Ford TSBs d…
- 2009-2017Ford F-150 / Expedition / Mustang with the 6R80 6-speed throws P2723 from a known solenoid pack failure around 100-150k miles — Ford TSBs document replacing the full solenoid body assembly rather than individual solenoids.
- 2007-2013GM full-size trucks/SUVs with the 6L80/6L90 6-speed see P2723 from internal harness chafe at the valve-body pass-through and from solenoid coil short after extended towing-related heat exposure; the fix is solenoid body + internal harness ($600-$1,400 in parts).
- 2014-2021GM with the 8L90 8-speed sees the same code from the well-documented torque-converter shudder pattern that GM addressed with multiple fluid changes and TCM reflashes — confirm the shudder symptom before replacing hardware.
- 2007-2018Dodge Ram 2500/3500 with the Aisin AS69RC sees P2723 from solenoid pack wear and from contaminated ATF carrying clutch debris into the valve body.
Estimated repair$400 (solenoid only on the 6L80) to $2,800 (full valve body + flush on the Aisin AS69RC).
Look up another code
P2723 — frequently asked
What does a P2723 code mean?
Pressure solenoid E stuck off.
What causes a P2723 code?
Common causes: Stuck solenoid; Debris.
What are the symptoms of a P2723 code?
Typical symptoms: Harsh shifts; Limp mode.
Is it safe to drive with a P2723 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 P2723 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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