These are code references, not a list of confirmed faults on every vehicle. Read the source and applicability notes, then match the exact vehicle, year, engine and scan report.

Transmission Fluid Level Sensor Circuit Low

Transmission Fluid Level Sensor Circuit High

Transmission Fluid Level Sensor Circuit intermittent/Erratic

Transmission Fluid Level Too Low

Transmission-temperature circuit evidence must be separated from a substituted value

transmission temperature plausibility includes warmup behavior

transmission temperature circuit low means very low inferred resistance

high transmission-temperature circuit input can indicate an open path

Transmission Fluid Temperature Sensor A Circuit Intermittent

Why turbine-speed circuit evidence comes before a road-speed comparison

input-speed performance tracks repeated implausible drops

input speed stays low when operating conditions imply activity

Intermittent turbine-speed circuitry is not the same as noisy speed data

Brake-switch status fails to match repeated deceleration

Transmission mode switch remains active too long

Transmission Mode Switch A Circuit Low

Transmission Mode Switch A Circuit High

Manual-override input consistency is separate from a high or low signal

Manual-override input low is not the same as a consistency fault

Manual-override input high needs the correct input mapping

An output-speed circuit fault can be detected while the vehicle is stationary

directional output-speed plausibility needs more than RPM

output speed remains low despite qualifying torque conditions

output-speed intermittency is counted as repeated drop events

Brake signal stays active during repeated acceleration

A hardware-reported engine-speed circuit fault differs from implausible speed

Engine-speed performance includes jump, noise and coupling checks

A missing engine-speed signal must be implausible for the transmission state

Engine Speed Input Circuit Intermittent

Sixth-gear ratio evidence depends on which transmission reports the code

Stuck in Neutral

Stuck in reverse is judged from failed disengagement attempts

first gear fails repeated disengagement attempts

Second gear can be declared stuck after repeated neutral requests

Third-gear disengagement uses a different fork-feedback branch

Fourth-gear stuck diagnosis follows the shift toward neutral

a CVT ratio fails despite reaching control limits

First-gear ratio checks require a stable commanded gear

Second-gear ratio errors need timing and repeat-count context

Third-gear ratio disagreement is a comparison, not a component verdict

Fourth-gear ratio verification must include the end of the shift

Fifth-gear ratio evidence must be separated from engagement evidence

Reverse needs its own diagnostic scope rather than a forward-gear threshold

TCM Engine Speed Output Circuit

TCM Engine Speed Output Circuit Low

TCM Engine Speed Output Circuit High

fifth gear remains engaged through failed release attempts

Sixth gear stuck means repeated failure to disengage it

Seventh-gear stuck detection follows position sensor 2

commanded neutral does not match actual transmission range

reverse selection fails the range-agreement check

first gear cannot complete the engagement sequence

An open converter-clutch circuit is separate from a slipping converter

GR10 converter performance can be judged by K factor

Confirm the failure type before treating this as a stuck converter clutch

2017 Ford TCC electrical fault and connector C168

A published code-mapping conflict changes the diagnostic branch

Altima line-pressure solenoid feedback and duty-cycle context

CVT secondary pressure stays low despite a high request

GR10 C1 clutch stays applied during release

Pressure-solenoid current error accumulates over time

Pressure Control Solenoid A Intermittent

Second gear may fail engagement because synchronizer speed is unsuitable

Third-gear engagement failure needs speed and state history

fourth-gear engagement exceeds speed or state limits

Fifth-gear engagement is judged over repeated qualified attempts

Sixth-gear engagement failure is distinct from being stuck in sixth

seventh gear fails the commanded engagement process

Solenoid A open-circuit evidence does not prove hydraulic failure

A failed-off solenoid A result depends on commanded transitions

A failed-on solenoid A result must be read against the intended state

Shift solenoid A electrical fault versus a stuck valve

Intermittent solenoid A circuitry needs an electrical event record

Solenoid B continuity and solenoid B function are separate questions

Solenoid B failed-off evidence is accumulated across control events

Solenoid B failed-on monitoring needs the requested state as context

Shift solenoid B circuit monitoring has its own qualification

Solenoid B intermittency should remain distinct from a sticking diagnosis

Shift Solenoid G

Shift Solenoid G Performance/Stuck Off