P0700 on 2014-2018 Chevrolet Silverado 1500: Transmission Fault Guide

What's Unique About the 2014-2018 Chevrolet Silverado 1500

The 2014-2018 Silverado 1500 primarily uses the 6-speed (6L80) and 8-speed (8L90) automatic transmissions. Both are known for specific issues that can trigger a P0700 code. The 6L80 is notorious for torque converter clutch (TCC) failures, which can cause a shudder and send debris through the transmission, often setting a P0741 code alongside P0700. The 8L90 is also known for a distinct torque converter shudder, often described as driving over rumble strips, which is caused by the original factory transmission fluid absorbing moisture. GM issued TSB 18-NA-355, which prescribes a specific fluid flush procedure using a new type of fluid (Mobil 1 Synthetic LV ATF HP) as the primary remedy for the 8-speed shudder before resorting to component replacement.

Symptoms You May Notice

• Check Engine Light is on
• Transmission warning message on the instrument cluster
• Harsh, erratic, or delayed shifting
• Vehicle enters "limp mode," often getting stuck in one gear
• Shuddering or vibration that feels like driving over rumble strips, especially under light throttle between 25-80 mph.
• Failure to move forward, while reverse works
• Transmission slipping out of gear
• Higher than normal RPMs during shifts or at cruising speed
• A loud whining sound preceding a total loss of power (NHTSA ODI #11396252)

Most Likely Causes

1. Failing Torque Converter 🔴 High Probability → Shop Automatic Transmission Torque Converter The 6L80 and 8L90 transmissions used in these trucks have a known weakness in the torque converter clutch (TCC). On the 6L80, the clutch wears prematurely, causing shudder and sending debris throughout the transmission. On the 8L90, the original fluid is hygroscopic (absorbs moisture), causing the TCC to glaze and create a stick-slip vibration.
   How to confirm: Often accompanied by code P0741 (Torque Converter Clutch System Stuck Off). A technician can monitor TCC slip speed with a diagnostic tool; excessive slip indicates failure. For the 8L90 shudder, TSB 18-NA-355 recommends a specific fluid exchange as the fix. Inspecting the transmission fluid for excessive metal shavings is another key indicator of mechanical wear.
   Typical fix: For the 8L90 shudder, the first step is a complete fluid exchange with Mobil 1 Synthetic LV ATF HP (blue label) per TSB 18-NA-355. If that fails or if the transmission is a 6L80 with internal wear, replacement of the torque converter is required. Depending on the extent of debris contamination, a full transmission rebuild or replacement may be necessary. An owner report in NHTSA ODI #11397361 noted that after the transmission failed to shift into 6th gear, the dealer found burnt fluid and metal shavings in the pan, necessitating a full transmission replacement.
   Est. part cost: $300-$800
2. Low or Dirty/Contaminated Transmission Fluid 🟡 Medium Probability → Shop Transmission Assembly For the 8-speed 8L90, the original DEXRON-VI fluid was found to be prone to absorbing moisture, which degrades its frictional properties and causes TCC shudder. For both transmissions, fluid that is low from a leak or broken down from heat and mileage can cause shifting problems and overheating, triggering a fault. NHTSA ODI #11445672 describes a vehicle that would not move in any gear (D, R, or L) despite routine maintenance, showing P0700 and P0796.
   How to confirm: Check the transmission fluid level and condition. The fluid should be at the correct level, red in color, and not smell burnt. Dark, contaminated fluid or a low level indicates a problem. For the 8L90 shudder, a temporary fix using a friction modifier additive can confirm the fluid is the issue.
   Typical fix: For 8L90 shudder, perform a full fluid exchange using Mobil 1 Synthetic LV ATF HP per TSB 18-NA-355. For general issues on the 6L80, a fluid and filter change with DEXRON-VI is the standard service. If the level is low, the source of the leak must be found and repaired.
   Est. part cost: $100-$300
3. Faulty Transmission Control Solenoid or Valve Body 🟡 Medium Probability → Shop Transmission Assembly Solenoids within the valve body control shifting. They can fail electrically or become clogged with debris, a common consequence of a failing torque converter. The entire assembly, including the TCM, is known as the TEHCM and is located inside the transmission pan. NHTSA ODI #11396252 notes a case where P0700 was accompanied by P0796 (Pressure Control Solenoid Performance/Stuck Off).
   How to confirm: Requires a professional scan tool to identify specific solenoid-related codes (e.g., P0751). The solenoids can be tested for resistance and function. Visual inspection of the valve body and its screens for metallic debris is necessary if the pan is dropped.
   Typical fix: Replacement of the individual failed solenoid or the entire valve body assembly (which includes the TCM, known as the TEHCM). This is often done as part of a larger transmission repair if significant debris is found. The new TEHCM must be programmed to the vehicle's VIN.
   Est. part cost: $400-$1200
4. Damaged Wiring or Connectors ⚪ Low Probability Wiring harnesses can become damaged from heat, chafing, or corrosion, leading to communication errors between the TCM and other modules or sensors. NHTSA ODI #11623044 describes a "transmission 8L90 temperature switch failure" that required a full transmission wiring harness replacement to resolve P0700 and P0711 codes.
   How to confirm: Visually inspect the wiring harness leading to the transmission and the TCM for any signs of damage, corrosion, or loose connections. Check for ground wire integrity, especially the braided ground cables from the engine to the firewall.
   Typical fix: Repair the damaged section of the wiring harness or clean and secure the connectors.
   Est. part cost: $50-$250

Rare But Worth Checking

• Failed Transmission Control Module (TCM): → Shop Transmission Assembly While often blamed, the TCM itself (part of the TEHCM assembly inside the transmission) is not a common failure point. It should only be considered after all other possibilities, such as wiring, solenoids, and mechanical issues, have been thoroughly ruled out.

Diagnosis Steps

1. Connect a professional-grade OBD-II scanner that can read transmission-specific codes.
2. Retrieve all codes from both the ECM and the TCM. The code(s) accompanying P0700 are the key to the diagnosis.
3. If P0741 is present with a shudder on an 8-speed (8L90), consult TSB 18-NA-355. The first step is a complete transmission fluid exchange with Mobil 1 Synthetic LV ATF HP.
4. If P0741 is present on a 6-speed (6L80), suspect a mechanical torque converter issue. Consult TSB 19-NA-153 for diagnostic procedures.
5. Check for codes like P0711 (Transmission Fluid Temperature Sensor "A" Circuit). NHTSA ODI #11648955 notes that this code can periodically appear alongside P0700 on the 8L90 transmission.
6. Check the transmission fluid level and condition. Look for a burnt smell or metallic particles in the fluid.
7. Inspect the wiring harness and connectors at the transmission and TCM for any visible damage, corrosion, or loose connections.
8. Use the scan tool to monitor live data, such as transmission fluid temperature, line pressure, and TCC slip speed, to identify performance issues.
9. If necessary, drop the transmission pan to inspect for excessive metal debris, which indicates severe internal wear. TSB 19-NA-153 outlines this inspection process.

Parts You'll Likely Need

• Torque Converter (OEM #24293804 (Common replacement for 6L80, verify by VIN)) — This is the most common major component to fail on the 6L80 and 8L90 transmissions, frequently causing P0700 and P0741 codes.
  Trusted brands: ACDelco, LUK, Circle D, Yank
  OEM price range: $500-$800
  Aftermarket price range: $300-$500
• Transmission Fluid and Filter Kit (OEM #N/A (Fluid type is critical: DEXRON-VI for 6L80, Mobil 1 Synthetic LV ATF HP for 8L90 shudder fix)) — Required for any service involving opening the transmission. Using the correct, updated fluid is the primary fix for the common 8-speed shudder issue per TSB 18-NA-355.
  Trusted brands: ACDelco (DEXRON-VI), Mobil 1 (Synthetic LV ATF HP - Blue Label)
  OEM price range: $150-$300
  Aftermarket price range: $80-$180
• Transmission Valve Body

Related Codes That Often Appear With This One

• P0741 — This code for 'Torque Converter Clutch Circuit Performance or Stuck Off' is extremely common with P0700 on this truck, pointing directly to a failing torque converter or related fluid/solenoid issue.
• P0751 — Indicates a problem with Shift Solenoid 'A'. Solenoid issues are a frequent cause of transmission faults, often due to debris.
• P0796 — Pressure Control Solenoid "C" Performance or Stuck Off. This code was reported in NHTSA ODI #11445672 and #11396252 in conjunction with P0700 during total transmission failure.
• P0711 — Transmission Fluid Temperature Sensor "A" Circuit Range/Performance. This code is frequently seen with P0700 and may indicate a sensor failure or a wiring harness issue (NHTSA ODI #11648955, #11623044).
• U0100 — Indicates a loss of communication with the ECM. This can sometimes appear with a P0700 if there are wiring or module issues.

Technical Service Bulletins (TSBs) & Recalls

• 19-NA-153: Malfunction Indicator Lamp (MIL) Illuminated - DTC P0741 Set.
• 18-NA-355: Shake and/or Shudder During Light Throttle Acceleration.
• 16-NA-175: Shake and/or Shudder During Light Throttle Acceleration (Precursor to 18-NA-355).

Platform-Specific Known Issues

• A known issue with the 6L80 transmission involves premature failure of the torque converter clutch, leading to shuddering, slipping, and eventual transmission failure if not addressed.
• The 8L90 8-speed transmission is widely known for a torque converter shudder felt at low RPMs, addressed by GM TSB 18-NA-355 which mandates a fluid exchange with Mobil 1 Synthetic LV ATF HP.
• GM issued Technical Service Bulletin (TSB) 19-NA-153 for DTC P0741 on some 2014-2019 models, which outlines diagnostic steps for a failing torque converter, including inspecting for metal debris.
• TSB 23-NA-210 addresses P0700 and P18AE on low-mileage 2023-2024 trucks, sometimes leading to a valve body replacement, which indicates ongoing valve body sensitivity in GM transmissions.

Mechanic-Grade Diagnostic Values

• Transmission Thermostat Opening Temperature — expected: Approx. 192°F. Failure: A thermostat stuck open will prevent the transmission from reaching optimal operating temperature, which can affect shifting. A thermostat stuck closed will cause overheating.
• Transmission Pan Inspection — expected: A fine, soft, fuzzy gray paste on the pan magnets.. Failure: Visible metal chunks, flakes, or large slivers in the pan or fluid indicate significant internal mechanical damage, likely requiring a rebuild or replacement.

Hidden / Shadow Codes Worth Checking

• TCM-specific DTCs: P0700 is a generic 'gateway' code set by the ECM. The actual fault code (e.g., P0741, P0711, solenoid codes) is stored within the Transmission Control Module (TCM) and must be read with a capable scanner. (see via A professional-grade scan tool or a tool with manufacturer-specific software (like GM GDS2) that can communicate directly with the TCM.)
• Two-Trip Logic Faults: Some transmission faults, like P0711 (Trans Fluid Temp Sensor), must be detected on two consecutive drive cycles before they become a 'hard fault' and trigger the P0700 and check engine light. The first detection may be stored as a pending or history code. (see via A scan tool capable of reading pending, history, and permanent DTCs.)

Scan Tool Commands That Help

• GM GDS2 / Techline Connect: Solenoid Valve Characterization Reprogramming — This is a mandatory procedure after replacing the TEHCM (valve body/TCM assembly) or the entire transmission. It downloads solenoid-specific calibration data from GM's servers to the new module to ensure correct shift pressures and timing.
• GM GDS2 / Techline Connect: Service Fast Learn / Reset Adapts — After replacing internal components, the TEHCM, or performing a software flash, this function must be run to allow the TCM to quickly relearn the clutch volume indexes (CVI) and adaptive pressures for smooth shifting.
• GM GDS2 or equivalent bidirectional scanner: Output Controls / Solenoid Commands — To diagnose a suspected faulty solenoid, a technician can use this function to command individual solenoids on and off while monitoring pressure and system response, helping to isolate a stuck or electrically failed component without disassembly.

Wiring & Ground Locations

• Engine-to-Chassis Ground Strap — A braided ground strap commonly located behind one of the front wheels, connecting the engine block to the frame.. Corrosion or breakage of this primary ground is a known issue on GM trucks. It can cause voltage drops and floating grounds for various modules, including the TCM, leading to communication errors, false sensor readings, and codes like P0700 that can be misdiagnosed as an internal transmission failure.
• TEHCM Connector — Inside the transmission, on the valve body. The main transmission harness connector is on the outside of the case.. The external harness connector is exposed to the elements and can suffer from corrosion or pin damage. The internal TEHCM connector is submerged in fluid; contamination of the fluid can lead to issues, and the connection must be secure upon TEHCM replacement.

Real Owner Repair Stories

• YouTube user '737mechanic' (2016 GMC Sierra with 8L90 8-speed transmission) — Severe torque converter shudder that felt like the tires were going to vibrate off the truck.
  ❌ Tried (didn't work) Owner was aware of the issue and went straight for the recommended fix.
  ✅ What actually fixed it The owner performed a transmission pan drop, filter change, and fluid exchange using 8 quarts of the required updated Mobil 1 Synthetic LV ATF HP (blue label). He noted that the old fluid was hygroscopic (absorbs moisture), causing the shudder. The fix resolved the shudder.
• Reddit user on r/Silverado (2017 Silverado, 107,000 miles) — Complete transmission failure.
  ❌ Tried (didn't work) A preventative transmission fluid flush and service was performed at a dealership at 70,000 miles.
  ✅ What actually fixed it The transmission still failed despite the preventative service, requiring a full replacement. This highlights that service is not always enough to prevent the inherent mechanical failures of the torque converter.
• Reddit user on r/MechanicAdvice (2013 Silverado 1500 (6L80 transmission)) — P0700 code appeared after a new engine was installed. Vehicle would fail to move forward (as if brake was on) but would reverse fine. The issue was intermittent.
  ❌ Tried (didn't work) Took it to a dealership who, without diagnosis, suggested a new transmission was likely needed.
  ✅ What actually fixed it The user did not post a final resolution, but the symptoms appearing immediately after an engine swap strongly suggest an installation error, such as the torque converter not being fully seated into the transmission pump, causing damage or binding.

"I Checked Everything" — The Actual Cause

• A common scenario for the 8L90 transmission is the owner checks the transmission fluid level and finds it full and the color acceptable, leading them to suspect a major mechanical failure. The actual cause is the chemical properties of the original fluid itself, which has absorbed moisture and lost its frictional properties. The fix isn't topping off the fluid, but a complete exchange with the updated Mobil 1 Synthetic LV ATF HP fluid as specified in TSB 18-NA-355.

When the Usual Fixes Don't Work

• While the most common fix for the 8L90 shudder is the TSB fluid flush, some owners report the shudder returning after several thousand miles, indicating the fluid exchange can be a temporary solution if the torque converter clutch surface is already damaged. In these cases, a torque converter replacement becomes necessary. Similarly, for the 6L80, some owners have had transmissions fail at relatively low mileage (e.g., 107k miles) even after performing a preventative fluid and filter service at the recommended interval, indicating the service may not be enough to stave off the inherent mechanical weakness of the stock torque converter.

OEM Part Supersession History

• GM DEXRON-VI ATF (Black Bottle) → Mobil 1 Synthetic LV ATF HP (Blue Label) — The original DEXRON-VI fluid was found to be hygroscopic, absorbing atmospheric moisture which led to a glazing of the torque converter clutch. This caused a stick-slip condition manifesting as a severe shudder. The new Mobil 1 fluid has different frictional properties and is less susceptible to moisture contamination.
  Heads up: For the 8L90 shudder issue, simply using fresh DEXRON-VI will NOT fix the problem. The specific Mobil 1 fluid is required. For the 6L80, standard DEXRON-VI remains the correct fluid.
• Original 6L80/8L90 Torque Converter → Upgraded OEM replacements, various Billet Aftermarket Converters — The original single-plate clutch in the OEM torque converter is a known weak point that fails, sheds friction material, and contaminates the entire transmission. Aftermarket companies like LuK, Circle D, and Yank offer converters with billet covers and multi-plate clutches to provide a much higher torque capacity and prevent failure.

Model Year Variations Within This Range

• 2014 - 2015 (early): These model years were predominantly equipped with the 6-speed 6L80 automatic transmission. Their most common major failure is the torque converter clutch wearing out and sending debris through the system.
• 2015 (late) - 2018: The 8-speed 8L90 automatic transmission was introduced, first paired with the 6.2L V8 in 2015 and becoming more common across different trims/engines through 2018. These transmissions are known for the distinct 'Chevy Shudder' caused by moisture-contaminated fluid, addressed by TSB 18-NA-355.
• 2016-2018 vs 2014-2015: A mid-cycle refresh occurred for the 2016 model year. While core transmission hardware was similar, some owners report smoother shifting characteristics in the later model years ('18 vs '14) even with the same 6L80 transmission, suggesting ongoing software and calibration refinements by GM over the production run.

Diagnostic Flowchart

Other Known Issues on This Vehicle

Issues unrelated to this code that are worth knowing about as an owner of this generation:

• AFM/DFM Lifter Failure 🔴 High — Common issue, especially on the 5.3L (L83) and 6.2L (L86) V8 engines. Can occur anywhere from 50,000 to 150,000+ miles. Often presents as a ticking noise, misfire codes (P0300 series), and can lead to camshaft damage requiring extensive engine repair. (Ref: Multiple service updates exist, but no universal recall. A class-action lawsuit was filed regarding this issue.)
• A/C Condenser Leak 🟠 Medium — Very common on 2014-2017 models. The A/C system stops blowing cold air due to refrigerant leaking from a crack in the condenser, often at a weld. (Ref: GM Special Coverage Adjustment 17336 extended the warranty for this specific failure on some vehicles (5 years/60,000 miles for Chevy/GMC).)
• "Chevy Shake" - Highway Speed Vibration 🟠 Medium — Widespread issue where the truck develops a significant vibration or shake at highway speeds (typically 65-80 mph). The cause is debated and can be difficult to diagnose, with blame placed on tires, wheels, driveshafts, or frame harmonics. (Ref: Multiple TSBs (like 16-NA-175) have been issued to guide dealers through a complex diagnostic process, but no single fix is guaranteed.)
• 8-Speed (8L90) Transmission Shudder 🟠 Medium → Shop Transmission Assembly — Extremely common on trucks equipped with the 8-speed automatic. Feels like driving over rumble strips at low RPMs. While it triggers P0700/P0741, it's a distinct, widespread issue caused by contaminated fluid rather than immediate mechanical failure. (Ref: TSB 18-NA-355 outlines a fluid flush with Mobil 1 Synthetic LV ATF HP as the official fix.)

Used vs. New Parts: Buying Guide for This Vehicle

When a used part is the smart pick: A complete, used transmission assembly from a documented low-mileage donor vehicle can be a cost-effective alternative to a full rebuild, especially if your current transmission case or hard parts are damaged. However, it carries significant risk.

Donor-vehicle mileage cap: roughly under 60000 miles for the part to have meaningful remaining life.

What to inspect on the donor part:

• Verify the donor vehicle's mileage and VIN to confirm compatibility.
• Ask for service records if available, specifically looking for transmission fluid changes.
• If possible, have the seller drop the pan. The fluid should be bright red (not brown/black) and smell clean (not burnt).
• Inspect the magnets in the pan for large metal chunks or slivers; a fine metallic paste is normal, but larger debris is a major red flag.

OEM-only on this vehicle (don't cheap out):

• Transmission Control Module (TEHCM): While aftermarket options exist, a new GM Original Equipment TEHCM is strongly recommended. It ensures you have the latest hardware revisions and avoids compatibility issues. A used TEHCM must be from the exact same year and model and will still require professional programming to your vehicle's VIN.

Aftermarket brands forum-validated for this vehicle:

• Torque Converter: Circle D, Yank, FTI, and LuK are frequently cited in forums as providing superior, more durable torque converters with billet components and upgraded clutches that fix the OEM weak points.

Brands owners have reported issues with on this vehicle:

• Standard OEM-replacement style torque converters (from any brand) are often viewed as a 'known failure' part. Investing in a heavy-duty or billet upgraded unit is highly recommended over a simple stock replacement to prevent a repeat failure.

Real Owner Stories

Aggregated from forums and TSBs cited above. Mileages and costs reflect what owners reported in those sources.

Documented NHTSA Reports

Related OBD-II Codes

• P0741 — Torque Converter Clutch (TCC) System Stuck Off; this is the most common companion code for P0700 on these trucks, often caused by a failing torque converter or degraded fluid.
• P0751 — Shift Solenoid performance code; often triggered when solenoids in the TEHCM are clogged with debris or fail electrically.
• P18AE — A transmission-related fault code that may appear alongside P0700 on newer models, often requiring valve body replacement per TSB 23-NA-210.
• U0101 — Lost Communication with TCM; related to P0700 when the cause is damaged wiring or poor ground connections at the engine-to-firewall braided cables.

Frequently Asked Questions