OBD-II trouble code
P0767: Shift Solenoid "D" Stuck On
SAE J2012: shift solenoid D stuck on. On a Mazda FN4A-EL the published P0767 test is a 3rd-gear ratio from drum speed and output speed, and the test requires the converter clutch to be off. That is not an engine-stall code. Stall at a stop stays with the converter clutch unless this chart says solenoid D applies the converter.
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
P0767 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 P0767 mean?
The monitor saw solenoid D's element still applied, or the ratio still matching that element, after the command to release it. On the Mazda FN4A-EL procedure the comparison is drum speed against output speed in 3rd, with the converter clutch commanded off. The test is built so lockup is not the thing being measured. An engine that dies at a light is the converter clutch staying applied. GM's bulletin on that symptom uses P0742. Do not move that complaint onto solenoid D unless the application chart in front of you says D is the converter solenoid.
Ford and Mazda letters still have to be checked. ATRA 794's map on the 4F27E/FN4A-EL family means a Ford 'D' and a Mazda 'D' are not the same part. The FN4A-EL test above is the Mazda procedure. Use it on the vehicles that procedure covers, and use the Ford chart on a Ford controller.
Stuck on can bind where D's element overlaps another clutch on this chart. The FN4A-EL 3rd-gear ratio test can fail without that bind, because it is looking at drum speed versus output speed. Read the failure the procedure describes. A bore that holds the valve on will outlast a new solenoid. The Mazda 3 FN4A-EL chart for DTC P0767, workshop reference B3E050219090W31, does not split a driver from a valve by turning the key off. After the fluid checks it starts the engine and measures line pressure. In B3E050219090W31 the idle band is one range. The stall band is printed separately for the Z6 and the LF. The 2006 Mazda 5 printing gives that same idle band and the LF stall band, so the numbers stay in the chart for the engine in the car. The next step turns the ignition to LOCK, removes the control valve body, and checks each valve and each return spring. That chart does not unplug the solenoid while pressure is up. Use it on the FN4A-EL it covers. A Ford controller on the related 4F27E uses the Ford chart. For a unit neither chart covers, follow that vehicle's service information and do not add a key-off bind test. Subaru's Transmission Theory and Diagnosis Part 2, Oil Pump section, is the reason a key-off release is not an electrical result on the pump that section describes: the pump is driven by the torque converter housing at engine speed and produces pressure while the engine runs. The switched side of D's wire comes from this vehicle's diagram. The ground-side list in ATRA GEARS, July 2007, covers the 4T60E, 4T80E, 4L60E, and 4L80E, where a short to ground can hold the coil on and a short to B+ on the ground side is the commanded-on fault. That article is not an FN4A-EL diagram.
Common causes
- A short on the switched side of D's control wire, read from this diagram before the valve body is blamed
- A valve that does not release, on the FN4A-EL 3rd-gear test or on this chart's equivalent
- The wrong part, because a Ford letter was used on a Mazda controller or the reverse
- A driver that holds the command, after the coil and the wire measure in range
- A bore worn where the valve strokes
- Converter clutch diagnosis started in error, when the stall-at-a-stop complaint is actually P0742
Symptoms
- A 3rd-gear ratio error on the FN4A-EL test, with the converter clutch off
- A bind only in the ranges where this chart overlaps D's element with another
- The engine still idles at a stop, which fits a shift-element fault and not a locked converter
- Engine dies at a stop — treat that as a converter-clutch complaint and look for P0742 unless this chart assigns the converter to D
- Line pressure outside the FN4A-EL chart's band in one range or in every range, taken with the engine running
- P0768 stored when the circuit is the hold
Diagnostic steps
- 1.Separate the complaints. An engine that dies as the wheels stop is a converter that stayed applied. Start that diagnosis at P0742 and the converter-clutch chart. Stay on P0767 when the ratio test is the one that failed and the engine still idles in gear.
- 2.On an FN4A-EL, use the published test: 3rd gear, drum speed versus output speed, converter clutch off. Do not run it with lockup commanded, because the procedure requires the clutch off. Have a passenger read the speeds, or record them.
- 3.Confirm the brand of the chart. ATRA 794 is the warning against mixing Ford and Mazda letters on this gearbox family.
- 4.On an FN4A-EL, run that chart's line-pressure test with the engine started and the wheels chocked, before the valve body comes off. Do not read a bind that leaves at key-off as a driver. A unit outside that chart and outside the Ford 4F27E chart follows its own service information.
- 5.Ignition off for the resistance check of D against this spec. The short to meter is the one on the switched side of D's control wire in this wiring diagram. The July 2007 GEARS ground-side short applies to the GM units that article names, not to every D solenoid. Then the pan, on a lift or stands, fluid cooled, if the valve and the bore are the branch the chart reached.
- 6.Do not price a converter from this code. If the chart really does use D for the converter, the repair follows the converter procedure and the converter price, which is a different AutoZone band ($600–$1,200) from the solenoid pair.
- 7.Verify in the same gear the test uses, converter state matching the procedure, from a recording.
Repair cost
$300 – $900 (simple shift solenoid replacement)
Printed range: AutoZone simple solenoid replacement, $300–$900 parts and labor. It is the wrong pair if the complaint is a converter that stays locked. That article prices a converter at $600–$1,200. Use the converter price only when this chart says solenoid D is the converter solenoid. A rebuild is $1,800–$3,500 in the same article. RepairPal fluid service averages $294–$356, updated 3 September 2026, when the pan is opened for the valve.
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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.