OBD-II trouble code
P0757: Shift Solenoid "B" Stuck On
SAE J2012: shift solenoid B stuck on. The element this chart assigns to B stayed applied against the command. Where that element overlaps another, the result is a bind. Key-off does not separate a stuck valve from a driver. On a 4L60E the published split is the failsafe pattern with the case connector unplugged. Every other unit follows its own service information.
Quick facts
- System
- Powertrain
- Category
- Transmission / Shift Control
- Severity
- High severity
- Drivable
- Usually safe to drive short-term
- Repair cost range
- $300 – $900 (simple shift solenoid replacement)
- DIY difficulty
- Advanced DIY
One of 42 shift solenoid codes
P0757 sits in a grid: one axis is which solenoid the letter refers to, the other is what went wrong with it. Each cell is a genuinely different fault with its own diagnosis — but codes from the same row or column often appear together, and what a pairing means is usually the fastest way in. The hub page lays out all 42 and explains how to read them against each other.
See all shift solenoid codes →Browse every code in P0700–P0799, or start from the full code library.
What does P0757 mean?
Stuck on is the opposite result from P0756. P0756 is the element not applying. P0757 is the element still applied when the command says it should be released. The clutch, the band, or the valve is the one in solenoid B's row of this application chart. The letter does not name the gear.
Two elements applied at once is a tie-up. The engine labors, the vehicle may barely move, and the fluid temperature climbs. That happens on the overlap this chart draws, not on every transmission that can store P0757. A stuck-on solenoid whose element does not overlap another clutch produces a wrong gear instead of a bind. Both are this code. They are not the same amount of damage, and neither one comes with a mileage limit.
P0758 is the electrical code for solenoid B. When it is stored with P0757, the circuit is part of the same visit. A driver that stays on, or a short on the switched side of the control wire, can hold the coil on. Which side that is comes from this vehicle's wiring diagram. ATRA's Testing Electronic Transmissions — Domestic Vehicles, Chapter 3, says the 4L60E shift solenoids receive power whenever the key is on and the computer supplies ground to energize them. The July 2007 GEARS GM solenoid article lists the same ground-side arrangement for the 4T60E, the 4T80E, the 4L60E, and the 4L80E: a short to ground is among the causes when the solenoid is commanded off, and a short to B+ on the ground side is among the causes when it is commanded on. A short to power on that ground-side wire does not hold the coil on. Do not copy that polarity onto a diagram that switches the feed.
A bind that leaves at key-off is not the electrical branch. Subaru's Transmission Theory and Diagnosis Part 2, Oil Pump section, says the automatic pump in that course is driven by the torque converter housing at engine speed and produces pressure whenever the engine is running, if fluid is available. Stopping the engine removes apply pressure, so a stuck valve can let the clutch go with no electrical fault. That section is not an electric-auxiliary-pump transmission, and it is not every unit that stores P0757. On a 4L60E, Chapter 3's Forcing the Shift section prints the failsafe pattern, and Chapter 1 Step 3 is the connector-disconnected method: transmission connector disconnected, manual lever operated. The gear pattern in those chapters is for the 4L60E only. Wheels chocked, the parking brake set, and the engine left running are the safety limit used so a bind is not road-tested. They are not steps those chapters print. Chapter 1's electrical method says lift. Any other transmission follows its own service information.
Common causes
- A short on the switched side of solenoid B's control wire, ground on the 4L60E in ATRA Chapter 3, so that a short to ground there can hold the coil on
- A valve that does not return to the released position, found by this transmission's procedure rather than by turning the key off
- A module driver that keeps the coil on, after the wire and the coil measure in range
- Debris holding the valve, seen in the pan and in the bore rather than inferred from the code
- Overheated fluid from driving a bind, found at the level check
- A clutch identified from the wrong row because B was assumed to be second gear
Symptoms
- Engine labors or the vehicle drags in the range where solenoid B's element overlaps another
- A wrong gear, without a bind, where this chart does not overlap that element
- On a 4L60E, a gear pattern that does not match Chapter 3's failsafe chart with the case connector disconnected
- Fluid that smells burnt after the bind has been driven
- P0758 stored when the hold-on is electrical
- Failsafe from this calibration once the monitor has seen the ratio
Diagnostic steps
- 1.If the vehicle binds in gear, tow it. Chock the wheels once it is where you can work. Do not road-test a tie-up to capture more data. The freeze frame you already have is the record.
- 2.Do not turn the key off to name the bind. On a 4L60E, compare engagement with the case connector disconnected to the failsafe pattern in ATRA Chapter 3, Forcing the Shift. Chapter 1 Step 3 is that connector-disconnected method. Wheels chocked, the parking brake set, and the engine left running are the safety limit used so that comparison is not a road test of a tie-up. Those limits are not printed in those chapters. On any other transmission, follow that vehicle's service information. No key-off steps are added here.
- 3.Identify solenoid B on this chart and mark the ranges where its element overlaps another. A bind outside that overlap is a different element. Do not open the pan for B because the letter comes second in the alphabet.
- 4.Ignition off. Measure the coil at the case connector against this chart. Check the control wire for the short on the side the wiring diagram switches. On the 4L60E in ATRA Chapter 3, and on the 4T60E, 4T80E, and 4L80E in the July 2007 GEARS article, that side is ground, so the hold-on short is to ground. A short to B+ on that ground side is the commanded-on fault in the article, not the stuck-on hold. Skip any click test that the procedure does not authorize. A linear solenoid is not an on/off coil.
- 5.When the chart sends you inside, support the vehicle on a lift or stands and let the fluid cool. Look at the magnets. Friction material on the magnet changes the conversation from a solenoid to the clutches, and the AutoZone rebuild band is the one that then applies, not the solenoid pair.
- 6.Replace the part the test condemned, then confirm with a recorded engagement into the overlap range. A passenger reads the ratio. Stop if it binds.
Repair cost
$300 – $900 (simple shift solenoid replacement)
AutoZone prices the simple solenoid job at $300–$900 including labor. Driving a bind until the magnets are loaded with friction material moves the job to that article's rebuild band, $1,800–$3,500, or its replacement band, $4,000–$8,000. Those are not this pair. An electrical hold-on, a wire or a driver, can be cheaper than a solenoid and was not given a separate national total, so it is described here and not priced. Fluid service after a pan is opened remains RepairPal's $294–$356 average from 3 September 2026.
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DIY vs shop
This is an advanced DIY job. It typically requires specialty tools, scan-tool access, lifting equipment, or careful sequencing to avoid causing new failures. Plan for extended downtime and have a backup vehicle. Most owners are better served by a shop that has done this repair before.