The torque converter is designed to transfer power from the engine to the transmission, and the torque converter clutch locks the two together in order to improve efficiency and performance. The torque converter clutch pressure control solenoid provides the hydraulic pressure needed to engage and disengage the clutch. If the ECU detects unusually high
voltage coming from the solenoid control circuit, a P2763 DTC will be set. Need a replacement transmission? Get an estimate for replacement transmissions and local installation. Look up your transmission model by vehicle make and model. What Transmission Do I Have? How Serious is the Code?The P2763 diagnostic trouble code is pretty serious, because it means the vehicle’s computer can’t control the operation of the TCC clutch. Some of the symptoms you may experience include slipping, delayed shifts and engine stalling. SymptomsSymptoms of a P2763 include:
Causes
How to Diagnose the Code?Having low or dirty transmission fluid can affect the operation of the torque converter clutch pressure control solenoid, so that should be the first thing to check when diagnosing a P2763 OBDII trouble code. The wiring and connectors should also be checked for damage. If everything looks good up to this point, the TCC pressure control solenoid will have to be tested directly. Need a replacement transmission? Get an estimate for replacement transmissions and local installation. Look up your transmission model by vehicle make and model. What Transmission Do I Have?What Repairs Will Fix P2763?
Related Codes
The Subaru CVT has been around for a while and has become a common visitor for shops. There are several reasons for this but there are three I’d like to cover here: Differential failure, the converter and the converter clutch solenoid. Differential failure is simple but unfortunate: Someone takes their car to a quick-fill shop and the technician drains the differential by mistake. To make matters worse, they then add new oil to the engine so now the customer has another problem to deal with. We see this too often so make sure your customer is clear on just what happened before you get too involved in the repair. Ok, let’s get to the good stuff. Some models (2013 and older) have converter problems that cause a “lock up” sensation coming to a stop. It feels like a typical converter clutch systems failure where the converter clutch stays applied and it wants to kill the engine as you get to a stop. The problem is actually with the thrust washer inside the converter (figure 1). When it wears out it’ll block release oil so the clutch drags and won’t release quickly enough. The fix is replacing the washer with a Torrington bearing. Subaru made this upgrade back in October 1 of 2013 and all of their remanufactured transmissions received the upgrade by the end of the year. You can read more about it in Subaru’s technical service bulletin 16- 90-13. It’s an old fix but you’ll still see cars that have never had the update and if you get one of these in your shop you’ll want to ask your converter remanufacturer about it, just in case. Of course, you’ll never want to jump at replacing the converter for this complaint; you’ll want to go through all the regular verifications as you would any other converter clutch failure like this. Check for codes, make sure the computer isn’t commanding the clutch to stay on… you know the drill. The point is, don’t replace the converter only to find that you still have the same problem. If you do wind up replacing the converter make sure you use Subaru’s CVTF fluid. We’ve seen noise complains that were caused by using the wrong fluid. Oh, and by the way, the differential in the transmission takes gear oil. Now let’s look at the lockup solenoid. It’s pretty common to see a DTC P2763 on these vehicles, which is for an open circuit. Many times, the car will come in with a P2763 code and a simple ohms test will work for the test. The resistance for this solenoid is 12 ohms at 68° F. If the solenoid measures around 12 ohms, heat the solenoid with a heat gun to around 200° F. If the solenoid is the problem you’ll usually see the circuit open when it gets hot. If the solenoid circuit does not go to an open circuit when hot you need to start checking the wire to the computer and the solenoid connections, which means getting into the unit. The 1st generation of Subaru CVT has a tag with TR690 above the starter. The TR690 valve body is in the bottom pan. The solenoids are on top of the valve body, so valve body removal is required. Remove the twelve valve body to case bolts (figure 2). Remove the valve body and then the solenoids. Figure three show the solenoid location of solenoids and specifications. If you have a bad solenoid you have a couple of options: buy a new valve body from Subaru for about $1,000 or find a good used one. Subaru does not offer these solenoids by themselves since the power lead of the solenoid is soldered to the harness. All of the solenoids are interchangeable so it’s an easy repair if you’re handy with a soldering iron. If you decide to buy a new valve body make sure you take the solenoids off of the core and use them for the next Subaru CVT job that comes in. Another idea would be to buy a core valve body and you can fix three cars with it. GEN 2 TR580The 2nd generation of Subaru CVT has a tag above the starter with the number of TR580. The valve body is located on the top of this transmission. You can get the valve body out of transmission by removing the top sound shield and cover plate. Then remove the twelve valve body to case bolts (figure 4). The Lockup Duty, Primary Up and Primary Down solenoids are all normally closed solenoids. These solenoids are fully interchangeable, all you have to do is solder the power wire for solenoid control. The Lockup Duty, Primary Up and Primary Down solenoids are also fully interchangeable between gen 1 and gen 2. I have seen no issues with the primary up and down solenoids. This makes swapping the solenoids from a core valve body to replace the torque converter solenoid a good choice for a low cost repair. The Subaru CVT transmission will make it into your shop soon with the P2763 code. There you have it. So far we’ve replaced a converter and soldered a solenoid. What could be easier? And who said these CTVs were tough to fix? Let’s wrap this up with one more “Tale From the Bench”. Where is the torque converter clutch solenoid located at?A torque converter clutch solenoid controls the flow of fluid to the torque converter. It is located near the transmission and the engine's rear.
How do I know if my TCC solenoid is bad?The main symptom of a TCC solenoid failure is the converter is not locking up. When the converter is not locking up you will notice the engine's RPMs staying higher under load at highway speeds. Another symptom of a failed TCC solenoid is a fault code.
Where is the transmission pressure control solenoid located?In most cases, solenoids are located inside of the oil pan, connected to the valve body. Depending on what you drive, the technician may be able to replace just the failed shift solenoid.
Can you replace a torque converter clutch solenoid?Replacing A Torque Converter Clutch Solenoid
Whenever any of these fail, you will not be able to generate the necessary pressure in the torque converter to shift gears effectively. It is very common to replace all these parts when replacing a TCC solenoid. All of these parts can go out at the same time.
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Subaru torque converter clutch pressure control solenoid location
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