OBD-II trouble code
P0771: Shift Solenoid "E" Performance or Stuck Off
SAE J2012: shift solenoid E performance or stuck off. Identify E before you describe a symptom. On U341E and A340 Toyotas, the lockup solenoid SL is the SAE 'E' slot and the performance code is converter slip. On an A750, scanner SSE is repair-manual SR, and lockup is the converter-clutch pressure control solenoid, not SSE.
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
P0771 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 P0771 mean?
Stuck off means the valve did not leave its released position when the controller commanded it on, so the element never applied. The spring, or the hydraulic rest state, is what holds that released position. Stuck off is a failure to leave rest. It is not the spring trying to apply the clutch. Getting that backwards swaps this code with the stuck-on code.
What E applies is the whole diagnosis. Transmission Digest's U341E and A340 coverage identifies the lockup solenoid SL as the SAE E solenoid, and P0770 as the mechanical lockup code, with P0773 as the electrical code. On those units a performance fault is converter slip against the schedule, not a gear-to-gear clutch. Sonnax's A750 identification says scanner SSA is repair-manual S1, SSE is SR, and lockup is the torque-converter-clutch pressure-control solenoid, not a shift-solenoid letter. On an A750, treating P0771 as a lockup code sends you to the wrong valve. A fifth shift solenoid is not rare. The A750 has SSE.
Ohm specs diverge the same way. A Toyota 4Runner SL procedure has been published at 11–15 ohms, and a Lexus SLU procedure at 5.0–5.6 ohms. Both have been filed under an 'E' label in different documents. Use the spec in the procedure that matches the solenoid you identified. Do not average them.
Common causes
- E identified as the wrong part — lockup SL on a U341E or A340, SR on an A750
- A connector pin for that solenoid corroded or not latched
- The valve not leaving its rest position when commanded, after the coil measures in the spec for that solenoid
- Low converter-clutch apply pressure on a unit where E is the lockup solenoid and the schedule is not being met
- Fluid level or condition checked on this procedure, including a unit with no dipstick
- The electrical code for this slot — P0773 on the Toyota lockup examples — stored and not yet repaired
Symptoms
- On a U341E or A340, converter slip when lockup is commanded, because E is the lockup solenoid
- On an A750, the SR function this chart assigns to SSE, which is not lockup
- No engine stall at a stop. Stuck off means the element did not apply. A stall is an element that stayed applied
- A coil measurement compared with the wrong band, 11–15 ohms on one Toyota SL procedure and 5.0–5.6 ohms on a Lexus SLU procedure
- P0773 or this unit's electrical code stored with it
- Failsafe from this calibration
Diagnostic steps
- 1.Name the part. U341E and A340: E is lockup SL, and the performance complaint is slip against the lockup schedule. A750: SSE is SR, and lockup is a different solenoid. Write the name from the chart on the repair order before the pan comes off.
- 2.Command the solenoid on with the scan tool in the mode this procedure allows, and watch the result this chart uses: converter slip on a lockup E, or the switch or ratio on an SR E. Record it. A passenger reads the tool if the check is on the road.
- 3.The rest position is the released position. If the element never applies when commanded, the valve did not leave rest. Do not describe the spring as the apply force.
- 4.Ignition off. Measure the coil against the procedure for the solenoid you named. Do not use 11–15 ohms and 5.0–5.6 ohms as a range. Each figure belongs to the procedure that printed it.
- 5.Fluid level by this transmission's method. A lockup complaint with low or burnt fluid still gets the circuit test. Fluid condition is recorded. It does not replace the slip reading.
- 6.Open the pan, lift or stands, fluid cooled, only after the named solenoid fails its test. On a lockup E, follow the converter branch of that chart if slip remains with a solenoid that passes. Converter replacement is AutoZone's $600–$1,200 job, not the solenoid pair.
- 7.Verify lockup slip, or the SR result, on a recorded drive in the conditions the monitor uses.
Repair cost
$300 – $900 (simple shift solenoid replacement)
AutoZone's simple solenoid replacement is $300–$900 parts and labor. That pair fits a solenoid sold on its own. On a U341E or A340 the solenoid is the lockup solenoid, and a converter that the chart condemns is the article's separate $600–$1,200 converter price. On an A750, SSE is not that lockup solenoid, so do not attach the converter price to SSE. RepairPal's fluid-change average, $294–$356 updated 3 September 2026, is the fill for an open pan. A rebuild at $1,800–$3,500 is outside the pair.
Estimate your repair
Run the numbers for your vehicle
Open the Repair Cost Estimator with transmission fluid service preselected. Adjust labor rate and vehicle category to fit your situation.
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.