6R80 Valve Body Wear: How Solenoid D Codes P2714 Wreck Your Ford’s Shifts

Ford Ranger owners across Brisbane are running into the same frustrating problem. One day the PX or PX2 shifts fine, the next it flares into third, hits fourth with a thud, or drops into limp mode just as the jobsite comes into view. The check engine light is on. A scan tool throws up P2714 or P2700. Sometimes it resets. Sometimes it doesn’t. Ford dealers say it might be the whole transmission. Someone else blames the torque converter. But what’s actually happening is simpler—and if you catch it early, far cheaper to fix. What you’re experiencing is hydraulic control failure inside the 6R80’s valve body, and in 8 out of 10 cases, the problem is entirely solvable without replacing the gearbox.

The 6R80 is a six-speed automatic transmission used in the Ford Ranger PX, PX2, PX3, and the Everest. It’s tough, overbuilt for daily use, and generally reliable. But its Achilles’ heel is the valve body—the control centre that manages fluid pressure, clutch activation, and torque converter lock-up. Like any hydraulic component, it wears. And once it begins to leak internally or mismanage pressure, you see the effects immediately in shift quality, drivability, and diagnostic codes. That’s especially true for Solenoid D, which is responsible for managing clutch pressure in multiple shift events. When Solenoid D’s control circuit begins to fail due to bore wear or separator plate issues, P2714 appears. And from that point forward, every shift gets worse. It’s getting a lot more interesting from  here for Ford Ranger 6R80.

P2714 – Pressure Control Solenoid D Stuck Off

Let’s start with the code. P2714 – Pressure Control Solenoid D Stuck Off – doesn’t mean the solenoid is electronically dead. It means the transmission control module has issued a command to Solenoid D, but the expected hydraulic response didn’t occur. In a perfectly functioning 6R80, Solenoid D modulates clutch pressure during shifts into third and fifth gear. It smooths out engagement, prevents shock loads, and controls fill time. But over time, the aluminium bore it sits in begins to wear. Heat, fluid breakdown, and repeated high-load shifts cause that bore to lose its roundness. When that happens, fluid leaks past the solenoid instead of building pressure in the clutch apply circuit. The TCM sees this delayed or weak response and triggers P2714.

The first symptom most Ranger owners report is a delay into third gear, especially under part throttle or light load. This may escalate into a flare—where engine RPM rises but the gear doesn’t engage cleanly. In other cases, there’s a thump or clunk as the transmission tries to compensate with higher pressure. You might also feel converter clutch surging at highway speeds or even a hard downshift into second. All of these point to the same root issue: pressure modulation inside the valve body has fallen out of calibration due to mechanical wear.

Brisbane Tuning & Turbo how-to p2714

At Brisbane Tuning & Turbo, we don’t guess when diagnosing this fault. Our “Redorq Reman” workflow is designed to isolate valve body wear from converter issues, solenoid control faults, or full gearbox failure. We begin with a comprehensive scan of the TCM. We don’t just read P2714—we extract freeze-frame data, monitor solenoid command signals, and graph clutch pressure build versus commanded timing. Then we put the vehicle on our in-house dyno and simulate the conditions that trigger the fault. Dyno testing is essential here because most of these failures only appear under load, when torque modulation and converter behaviour are active. A short road test won’t replicate what happens when you tow, haul, or climb. Please click this link if you want to read more about automatic transmission diagnostics. 

Ford Ranger 6R80 Solenoid D

On the dyno, we look for delayed clutch apply during 3–4 and 5–6 upshifts. We observe converter lock-up timing, throttle angle vs. shift pressure, and how Solenoid D behaves during simulated hill loads. The real breakthrough comes when scan data and dyno trace line up. You can see the command go out, the pressure lag behind, and the shift fall outside of spec. That’s how you know it’s the valve body—not a hard part, not a loose band, and not the converter yet. And that’s how you save the customer from being quoted $6,500 to replace a gearbox that’s mechanically intact.

If the fault is confirmed as valve body-related, we install a remanufactured unit with corrected bores, updated separator plate, and calibrated solenoids. The valve body is bench-tested for flow and activation before install. The transmission is refilled with Mercon LV fluid, shift adaptations are reset where applicable, and the vehicle is re-tested under load on the dyno. We verify shift quality, converter lock-up logic, and clutch engagement timing before sign-off. This service is offered, and the price starts from $1,975 including GST. No surprises. No upsells. Just the repair you actually need.

Redorq TQ+ upgrades

But what if the converter is showing signs of early degradation as well? Many Rangers with P2714 have spent months driving with poor pressure control. That accelerates torque converter clutch wear, leading to light shudder, low-speed surge, or sloppy lock-up. In those cases, we offer Redorq TQ+ upgrades. These include a remanufactured torque converter, heavy-duty trans cooler, and an ECU remap to adjust lock-up strategy—especially useful for tradies and towers running overweight GVMs or trailers. These upgrades are quoted separately based on condition and customer goals but often sit in the $800–$1,400 range depending on scope.

The full diagnostic process costs $285, including scan, dyno load simulation, and fluid inspection. That price is what filters the real problems from misdiagnosed ones. Many customers are referred to us by general workshops who’ve seen P2714 but don’t have the tools to confirm it. That’s exactly who this article is written for—Ranger and Everest owners who don’t want to spend thousands without proof, and mechanics who want a clean handover point when they know it’s a valve body job but don’t have the dyno or solenoid graphing to show it.

6R80-equipped Rangers P2714

As more 6R80-equipped Rangers cross the 200,000 km mark, these failures are going to spike. The aluminium bores inside the valve body don’t suddenly crack—they gradually leak, delay, and miscommunicate. One day it’s a flare. The next day it’s limp mode. Catch it in the flare stage, and you can fix it with about $2,000 job. Miss it, and the converter fails, the clutches overheat, and you’re into full box replacement territory. That’s why we built “Redorq Reman”. So we can confirm valve body failures with authority, replace only what’s actually broken, and give tradies, towers, and everyday drivers a gearbox that’s back on spec—without guesswork.

If you’ve got P2714, or you’ve been told your Ranger needs a full rebuild, stop and call us first. Book your scan and dyno test for $285. We’ll show you exactly what’s going wrong. And we’ll prove the fix before you spend a cent more.

Brisbane Tuning & Turbo- helping to save thousands of dollars for all those who enjoy Ford Ranger 6R80 yet see P2714. Transmission diagnostics that don’t guess. Redorq Reman-Built to find the real fault.