P0767 – Shift Solenoid “D” Stuck On

System: Powertrain | Standard: ISO/SAE Controlled | Fault type: General

Definition source: SAE J2012/J2012DA (industry standard)

DTC P0767 indicates the control module has detected that Shift Solenoid “D” is stuck on. In practical terms, the module believes this solenoid is being applied when it should be off, which can disrupt commanded gear changes and hydraulic pressure routing. The exact solenoid labeling, its location, and the specific strategy used to detect a “stuck on” condition vary by vehicle and transmission design, so always confirm pinouts, solenoid identification, and test procedures using the correct service information. This code points to a control/response problem, not a guaranteed failed part; thorough testing is required to separate an electrical control issue from a hydraulic or mechanical sticking condition.

What Does P0767 Mean?

P0767 means the powertrain control system has identified a fault condition described as “Shift Solenoid ‘D’ Stuck On.” Per standardized DTC structure conventions, the code is an indexed fault entry, while the definition provides the actionable meaning: the module’s monitoring logic determined that Shift Solenoid D appears to remain applied (on) when it is expected to be released (off). Depending on the platform, this determination may be based on commanded solenoid state compared to inferred transmission behavior, such as shift timing, ratio changes, pressure control behavior, or other internal feedback. The DTC alone does not prove whether the cause is electrical, hydraulic, or mechanical.

Quick Reference

• Subsystem: Automatic transmission shift control system (Shift Solenoid “D” control and its related hydraulic circuit).
• Common triggers: Solenoid commanded off but inferred/observed transmission response indicates it remains applied; solenoid control circuit faults that keep it energized; internal sticking that prevents it from releasing.
• Likely root-cause buckets: Wiring/connector issues, shift solenoid/valve body sticking or failure, power/ground/control driver problems, fluid condition/contamination, control module logic reacting to abnormal feedback.
• Severity: Moderate to high; can cause harsh or delayed shifts, incorrect gear engagement, reduced drivability, and potential transmission protection modes.
• First checks: Scan for companion transmission codes, review freeze-frame data, verify fluid level/condition (as applicable), inspect harness/connectors at the transmission, and confirm the correct solenoid identification for “D.”
• Common mistakes: Replacing the solenoid without verifying the control circuit, ignoring connector fluid intrusion/corrosion, or overlooking related ratio/pressure codes that better point to hydraulic/mechanical causes.

Theory of Operation

Shift solenoids are electro-hydraulic actuators used to route hydraulic pressure through the valve body to apply or release clutches and bands. The control module commands each solenoid on or off (or, on some designs, modulates it) to achieve specific gear states and shift timing. When a solenoid is energized, it changes a hydraulic path; when de-energized, it should return to its default position so pressure routing changes accordingly.

For a “stuck on” determination, the module generally compares its commanded state for Shift Solenoid D to expected transmission behavior. If the solenoid is commanded off but the observed response suggests the solenoid remains applied, the monitor may set P0767. This “observed response” varies by vehicle and may be inferred from shift completion timing, engine speed versus vehicle speed behavior, gear ratio plausibility, or other available transmission feedback.

Symptoms

• Harsh shifts: Abrupt engagement during upshifts or downshifts.
• Delayed shifting: Noticeable lag before a gear change occurs.
• Wrong gear: Transmission may start or remain in an unintended gear.
• Slip or flare: Engine speed rises without a proportional increase in vehicle speed during a shift.
• Reduced performance: Limited acceleration or restricted shift range due to protective operation.
• Warning indicators: Malfunction indicator lamp and/or transmission warning message illuminated.
• Abnormal feel: Shudder or inconsistent shift quality that changes with temperature/load.

Common Causes

• Wiring/connector fault to the shift solenoid “D”: Damaged insulation, chafed harness, poor terminal fit, corrosion, or partially backed-out pins can prevent commanded operation or create an always-on condition.
• Short to power on the solenoid control circuit: The control wire may be contacting a power feed, causing the solenoid to remain energized when it should not.
• Control circuit shorted to another solenoid circuit: Cross-short between adjacent circuits in the harness can unintentionally energize solenoid “D” when other solenoids are commanded.
• Shift solenoid “D” mechanically stuck: Internal sticking or contamination can keep the solenoid in an applied state even when the module changes the command.
• Shift solenoid “D” electrical failure: An internal fault (such as a coil issue) can cause abnormal operation that the module interprets as stuck on.
• Transmission valve body/hydraulic sticking affecting the “D” circuit: A sticking spool valve or debris can produce a continued apply condition that mimics a solenoid stuck on.
• Low/contaminated transmission fluid or restricted filter: Fluid condition problems can alter hydraulic response and cause the commanded state and actual shift state to disagree.
• Power/ground quality issue affecting the transmission control circuits: Voltage drop on feeds or grounds shared by the transmission control system can distort solenoid operation and feedback behavior.
• Control module/driver issue: A failed output driver or internal control fault can hold the solenoid on; confirm with circuit testing before considering module replacement.

Diagnosis Steps

Tools typically needed include a scan tool capable of viewing transmission live data and commanding solenoids (bi-directional controls), a digital multimeter, and access to vehicle-specific service information for connector pinouts and test procedures. Helpful extras include back-probing leads, a wiring repair kit, and equipment for voltage-drop testing. A fluid level/condition check method appropriate to the vehicle is also important.

1. Confirm the DTC and capture freeze-frame data: Verify P0767 is present. Record freeze-frame, transmission temperature (if available), vehicle speed, gear command, and any companion transmission or power/ground-related DTCs. Clear codes only after documenting.
2. Check for related codes and address power/ground faults first: If there are DTCs indicating supply/ground or general transmission control issues, diagnose those first since they can cause misleading solenoid behavior.
3. Perform a basic transmission fluid inspection (varies by vehicle): Verify fluid level using the correct procedure for the platform. Note fluid condition (odor, discoloration, debris). If fluid is clearly compromised, correct the condition and re-check for P0767 before deeper electrical disassembly.
4. Use live data to compare command vs. response: With the scan tool, monitor gear commanded, shift solenoid “D” command/state (if provided), and any available transmission ratio/gear actual PID. Log data during the conditions where the code sets. The goal is to see whether the module is commanding the solenoid off while the transmission behavior suggests it remains applied.
5. Command the solenoid with bi-directional control (if supported): With the vehicle safely secured and following service information, command shift solenoid “D” on/off and observe whether the commanded state changes and whether the transmission-related PIDs respond appropriately. If the scan tool shows “off” while response indicates it remains on, suspect a stuck solenoid, a driver stuck on, or a short-to-power/cross-short.
6. Visual inspection of harness routing and connectors: Inspect the harness from the control module to the transmission connector and to any intermediate junctions. Look for pinch points, contact with exhaust/sharp edges, previous repairs, fluid intrusion at connectors, and damaged conduit. Perform a wiggle test while watching live data for solenoid command/state changes or sudden PID dropouts.
7. Check for a short to power or cross-short (key off where appropriate): Using service information pinouts, isolate the solenoid “D” control circuit. Test for unintended continuity to power feeds and to other solenoid control wires. Any unexpected continuity indicates a harness/connector issue that must be repaired before condemning components.
8. Verify circuit integrity with voltage-drop testing under load: When the solenoid is commanded on (or when the system is active per service procedures), perform voltage-drop tests across the power feed and ground paths that supply the solenoid circuit/driver. Excessive voltage drop indicates high resistance at a connector, splice, ground point, or internal harness connection. Correct the high-resistance point and retest.
9. Measure the solenoid electrical characteristics (per service info): With the circuit safely isolated and per vehicle procedure, measure the solenoid resistance and check for shorts to its case/ground where applicable. Compare results to manufacturer specifications. Values out of specification support solenoid or internal harness replacement, depending on design.
10. Differentiate solenoid vs. hydraulic/valve body sticking: If wiring and electrical checks pass and command signals appear normal, but operation still behaves as “stuck on,” follow service information for hydraulic/valve body checks. Depending on design, this may include inspecting for debris, checking for restricted passages, or verifying that the valve associated with the solenoid circuit moves freely.
11. Recheck after repair with a controlled drive cycle: Clear codes, then perform a road test while logging the same PIDs and conditions captured earlier. Confirm that commanded solenoid states align with actual shift behavior and that P0767 does not reset.

Professional tip: If the scan tool indicates the module is commanding solenoid “D” off but the circuit remains energized, avoid guessing between “bad solenoid” and “bad module.” Prove whether the solenoid control wire is being held high by an external short (harness/cross-short) or by the driver. A repeatable wiggle-test reaction, or a short-to-power found with the connector unplugged, often identifies the real cause quickly.

Possible Fixes & Repair Costs

Repair costs for P0767 can vary widely because the correct fix depends on confirming why the shift solenoid “D” is being commanded or remaining “stuck on.” Labor time, access to internal transmission components, and whether wiring repairs are needed all affect the total.

• Repair wiring/connector faults: Restore damaged insulation, poor pin fit, corrosion, or loose connectors in the shift solenoid “D” control circuit after verifying the exact fault point.
• Correct power/ground issues: Fix shared power feeds, grounds, or harness routing problems that can unintentionally keep the solenoid energized.
• Replace shift solenoid “D”: Replace only after testing indicates the solenoid is mechanically sticking or electrically failing in a way consistent with “stuck on” behavior.
• Service internal valve body components: If diagnostics indicate a hydraulic/mechanical control issue causing the solenoid/valve to remain applied, service may be required (varies by vehicle design).
• Address transmission fluid condition concerns: Correct fluid level/condition problems only if service information and testing support it as a contributing factor to solenoid sticking or control behavior.
• Module update or replacement: Reflash or replace the control module only after verifying the solenoid circuit and actuator are functioning correctly and the command/output is incorrect (varies by vehicle).

Can I Still Drive With P0767?

You may be able to drive short distances, but P0767 can cause harsh or delayed shifts, limited gear operation, or reduced drivability because a shift solenoid being “stuck on” can alter commanded gear changes. If the vehicle enters a fail-safe mode, will not upshift/downshift properly, or you notice warning messages related to drivetrain control, avoid extended driving and have it diagnosed promptly. Do not drive if you experience loss of propulsion, significant slipping, or any safety-critical symptoms such as reduced braking/steering assist warnings.

What Happens If You Ignore P0767?

Ignoring P0767 can lead to persistent poor shift quality, increased heat and wear inside the transmission, and potential secondary faults as the control module compensates for unexpected shift behavior. Over time, continued operation with incorrect shift control may accelerate clutch/band wear and increase the likelihood of more extensive repairs, especially if the vehicle repeatedly operates in a protective (limited) strategy.

Related Solenoid Shift Codes

Compare nearby solenoid shift trouble codes with similar definitions, fault patterns, and diagnostic paths.

• P0762 – Shift Solenoid “C” Stuck On
• P0757 – Shift Solenoid “B” Stuck On
• P0752 – Shift Solenoid “A” Stuck On
• P0772 – Shift Solenoid “E” Stuck On
• P2814 – Shift Solenoid “J” Stuck Off
• P2813 – Shift Solenoid “J” Stuck On

Key Takeaways

• P0767 indicates the system has detected shift solenoid “D” is stuck on, not necessarily that a specific part is definitively failed without testing.
• Start with basics like wiring, connectors, power/ground integrity, and command-versus-response checks before replacing parts.
• Mechanical/hydraulic issues can contribute, and the correct diagnostic path varies by vehicle design and access to internal components.
• Driveability impacts may include harsh shifts, wrong gear behavior, or fail-safe operation, so timely diagnosis is recommended.
• Verify repairs by clearing codes, road-testing under similar conditions, and confirming the solenoid command/response is normal.

Vehicles Commonly Affected by P0767

• Vehicles with electronically controlled automatic transmissions using multiple on/off or pressure-control shift solenoids
• High-mileage vehicles where harness flexing, connector wear, or internal actuator wear is more likely
• Vehicles operated in high-heat conditions (frequent stop-and-go, heavy loads) that can stress transmission control components
• Vehicles with prior transmission or valve body service where connector seating or pin fit may be compromised
• Vehicles with known electrical issues such as low system voltage events or poor grounds affecting actuator control
• Vehicles with fluid maintenance concerns where degraded fluid may contribute to sticking valves/solenoids (application-dependent)
• Vehicles exposed to corrosion environments where external harness connectors may develop resistance or intermittent contact
• Vehicles with recent underbody work where harness routing or connector engagement may have been disturbed

FAQ

Does P0767 mean the shift solenoid “D” is definitely bad?

No. P0767 means the system detected shift solenoid “D” as “stuck on,” but that condition can be caused by the solenoid itself, wiring/connector faults that keep it energized, power/ground issues, or (on some designs) hydraulic/mechanical problems that prevent the commanded state from changing. Confirm with testing.

Can low battery voltage cause P0767?

Low system voltage can contribute to abnormal transmission control behavior, but P0767 specifically points to shift solenoid “D” stuck on. Treat voltage/charging issues as a supporting check: verify charging system health and stable module power/grounds, then focus on the solenoid circuit and command/response behavior.

What should I check first before replacing parts?

Check for related transmission codes, then inspect the solenoid-related harness and connectors for looseness, corrosion, damage, or fluid intrusion (varies by vehicle). Next, verify power and ground integrity and compare scan-tool commanded solenoid state to actual/observed response. Replace parts only after confirming the failure mode.

Will clearing the code fix P0767?

Clearing the code may temporarily turn off the warning, but it will not fix the underlying condition that caused the solenoid to be detected as stuck on. If the fault is still present, the code will typically return after the monitor runs again under the right driving conditions.

Is P0767 an electrical problem or a mechanical problem?

It can be either, depending on the vehicle design and test results. Many cases involve electrical control of the solenoid (wiring, connectors, power/ground, or the actuator), while other cases can involve internal sticking or hydraulic control issues that prevent the commanded shift state from changing. Use a test-driven approach to separate command, circuit integrity, and mechanical response.

For the most accurate diagnosis of P0767, follow vehicle-specific service information to identify the exact location of shift solenoid “D,” the correct test points, and the conditions required for the monitor to run and set the code.