P0762 means the transmission control module (TCM) commanded shift solenoid C off and then saw evidence, usually a gear ratio, that the hydraulic circuit it controls stayed applied. It belongs to the trio for solenoid C: P0761 (performance or stuck off), P0762 (stuck on), P0763 (electrical). Only P0763 is an electrical code. P0761 and P0762 are performance codes: the module infers that the solenoid or the valve it controls did not do what was asked, and it infers that from the transmission's behavior, not from the solenoid's circuit.
Severity: high. Can you keep driving? Only to a shop, and only if the transmission is not slipping. A solenoid or valve stuck on applies a clutch that should be released, which means two elements can be applied at once during a shift. The result is a harsh shift, a bind-up, a flare, or a limp mode where the module holds one gear to protect the unit. Driving on a binding or slipping transmission overheats the fluid and turns a valve body job into a rebuild. Get it towed if it slips.
Why "stuck on" is usually not the solenoid
Shift solenoid C is an on/off or pulse-width-modulated valve that directs fluid to a shift valve, which in turn directs fluid to a clutch. Between the solenoid and the clutch are a spool valve in the valve body, a set of passages, seals and a clutch piston. A "stuck on" condition from the module's point of view is fluid still reaching the clutch after the solenoid was told to stop. The solenoid is one of several things that can leave that path open:
- The shift valve sticks in its bore from varnish or a chip of debris, and stays in the applied position regardless of what the solenoid does. This is the failure GM asked its dealers to look for on 2016 Silverado and Sierra trucks with the Allison A1000 (engineering information PIE0371, July 2016): for P0751, P0752, P0756, P0757, P0761 or P0762 with delayed shifts or a transmission stuck in gear, technicians were told to be "especially sensitive to stuck valves that may be caused by small debris" and to report what they found.
- A clutch cylinder or piston seal leaks so that fluid meant for one element reaches another. Ford's bulletin 25-2126 (March 2025) for the 2017 to 2020 F-150 and 2018 to 2020 Mustang with the 10R80 lists P0762 among the codes that accompany harsh or delayed engagement and shift, and attributes the condition to axial movement of the CDF clutch cylinder sleeve causing hydraulic circuit leaks. The repair is to verify the leak with a pressure test and replace the clutch cylinder and container, not the solenoid.
- The calibration no longer matches the hardware. Ford's earlier bulletin 23-2123 for the same 10R80 family (2017 to 2020 F-150, 2018 to 2021 Expedition, Navigator and Mustang, 2019 to 2023 Ranger) blames the same code list on incompatibility of the adaptive calibration with hardware break-in over time, corrected by overhauling the main control valve body and running an adaptive learning drive cycle.
- The solenoid itself sticks mechanically, or its coil is shorted so it stays energized. Real, but less common, and confirmed by testing the solenoid rather than assumed from the code.
- The wiring keeps the solenoid powered. A short to power on the control wire holds a good solenoid on, and a new solenoid on that wire stays on too.
The pattern across three manufacturers' documents is the same: the code says "solenoid C," and the repair is fluid, valve body, clutch cylinder or calibration.
Which transmissions set P0762
Any electronically controlled automatic with at least three shift solenoids. The ones that come up most: Ford's 10R80 ten-speed (F-150, Mustang, Expedition, Navigator, Ranger, Explorer) with the bulletins above; GM's Allison A1000 six-speed in HD trucks and its 6L and 8L family; Nissan and Jatco four- and five-speeds; Honda's five-speeds, where solenoid C is one of the linear pressure solenoids on the transmission case. On Honda units the same code often follows a clogged solenoid screen from old fluid.
Causes, in the order they are found
Old, low or contaminated fluid. Varnish and clutch debris are what hold valves and jam solenoid plungers. Burnt or dark fluid with the code makes fluid and filter the first step, and on many units it is also the last step needed.
A stuck shift valve or a valve body wear. Debris, as in the GM notice, or a worn bore on high-mileage units that lets the valve hang.
An internal hydraulic leak, such as the 10R80's clutch cylinder sleeve, that lets pressure reach a clutch that should be released.
A calibration that has drifted from the hardware, as in Ford's 23-2123, corrected with a valve body overhaul and an adaptive relearn.
The solenoid, mechanically stuck or electrically shorted.
A short to power on the solenoid control wire.
The TCM, last, after everything hydraulic and electrical has been checked.
A diagnostic order that respects the hydraulics
- Record every code and its status before clearing. P0762 alone, or with P0751 through P0772 on other solenoids and gear ratio codes P0731 through P0736? Several solenoid performance codes together mean a systemic hydraulic or calibration problem, not several solenoids. Pull the freeze frame for fluid temperature and the gear commanded at the fault.
- Check the fluid. Level at the correct temperature by the manufacturer's procedure, then color and smell. Burnt fluid is the first repair and often the diagnosis.
- Check for bulletins on the exact transmission. On a 10R80, Ford's 23-2123 and 25-2126 decide the procedure before anything is removed.
- Test the solenoid electrically. Resistance at the transmission connector against specification, and a command test with the scan tool: command solenoid C on and off and listen or watch line pressure. A solenoid that clicks and changes pressure on command is not stuck.
- Check the control wire for a short to power with the TCM disconnected. Voltage on the wire with the module unplugged is the fault.
- If the electrical side passes, the fault is hydraulic. On a 10R80 that means the pressure test in 25-2126 for a clutch cylinder leak; on most units it means dropping the pan, inspecting for debris, and removing the valve body for cleaning or replacement.
- After any valve body or clutch work, run the adaptive relearn the manufacturer specifies, clear the code, and verify through a full set of upshifts and downshifts at operating temperature. Let the readiness monitors complete before an inspection.
What P0762 does not tell you
It does not say solenoid C is bad. It says the transmission behaved as if solenoid C's circuit stayed applied. Debris in a valve, a leaking clutch cylinder, a drifted calibration, a shorted wire and a stuck solenoid all look identical to the module, and only the first two are common. The solenoid is the one part that can be tested by command rather than replaced on faith; the general principle is covered in what a trouble code does not tell you. A flashing check engine light with this code is a misfire, a separate problem; see why a flashing light means stop.
Frequently asked questions
Can I drive with a P0762 code?
Only to a shop, and not if the transmission slips or binds. A clutch held on when it should release overheats the fluid quickly, and a transmission that has been driven that way often needs a rebuild instead of a valve body. Have it towed if in doubt.
Will a new shift solenoid C fix P0762?
Usually not. The code is a performance code: the module saw the wrong behavior after commanding the solenoid off. On the transmissions that set it most, the cause is debris holding a valve, a leaking clutch cylinder, or a calibration out of step with worn hardware, as Ford's and GM's own bulletins describe. Test the solenoid by command before replacing it.
Why does P0762 come with other solenoid codes?
Because a valve body or hydraulic problem affects several circuits at once. Ford's 10R80 bulletins list P0751 through P0772 together for the same underlying condition. Several solenoid performance codes at once mean a valve body, a leak or a calibration, not several solenoids.
How much does it cost to fix P0762?
Fluid and filter is the least expensive outcome and sometimes the only one needed. A valve body overhaul or replacement is several hours plus the part. A clutch cylinder repair on a 10R80 is major internal work. A solenoid alone is inexpensive but is rarely the cure, which is why it is tested rather than replaced first.
Related codes
- P0761: shift solenoid C performance or stuck off. The opposite behavior on the same circuit.
- P0763: shift solenoid C electrical. The circuit code, and the only one of the three that names a wiring or coil fault.
- P0751 / P0752 / P0756 / P0757: shift solenoids A and B performance and stuck on. Listed with P0762 in Ford's and GM's bulletins.
- P0731 through P0736: incorrect gear ratio. The measurement the module uses to decide a solenoid is stuck.
- P0700: transmission control system malfunction indicator request.
The code number itself tells you the family and the domain; how to read an OBD2 code number explains what each character means.