P2714 on 2020-2023 Buick Encore GX: Transmission Solenoid Causes and Fixes

What's Unique About the 2020-2023 Buick ENCORE GX

The 2020-2023 Buick Encore GX (FWD models) uses a specific CVT known as the VT40 (RPO code MRG). General Motors has issued a detailed Technical Service Bulletin (TSB #24-NA-009, which supersedes PIP5819B) specifically for this transmission and code P2714. The TSB indicates that the root cause is often more complex than just a bad solenoid. It points towards three primary, distinct failure modes: a sticking clutch regulator valve within the main valve body, a damaged forward clutch piston, or wear in the Primary Pulley Bearing Bore inside the transmission case itself, which causes a critical pressure leak. This makes diagnosis on this platform unique and highly dependent on following the TSB's prescribed steps.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Symptoms You May Notice

• Check Engine Light is on
• Loss of forward gear
• Transmission slipping, especially under heavy acceleration
• Harsh or delayed shifting
• Vehicle enters 'limp mode' or 'Engine Power Reduced' message appears
• Reduced fuel economy
• Hesitation or inability to accelerate after shifting from Reverse to Drive

Most Likely Causes

1. Sticking Clutch Regulator Valve in Valve Body 🔴 High Probability → Shop Transmission Valve Body This is a primary cause identified by General Motors in TSB #24-NA-009 for the VT40 transmission. This is the most likely cause if the code sets but there is no major slipping or loss of drive.
   How to confirm: A technician would follow the diagnostic procedure in the TSB. If the code does not return immediately after clearing but resets after 3-4 wide-open throttle accelerations, GM's procedure points to the valve body.
   Typical fix: Replace the main transmission valve body (not the solenoid body).
   Est. part cost: $500-$900
2. Damaged Forward Clutch Piston or Internal Case Wear 🟡 Medium Probability The TSB points to this as a potential severe failure. Wear in the Primary Pulley Bearing Bore can cause the turbine shaft to become off-center, creating a pressure leak. This is a known failure mode for the VT40 CVT.
   How to confirm: This requires transmission disassembly for visual inspection. If there is significant slipping, loss of forward motion, or burnt fluid, the TSB directs technicians to inspect the forward clutch piston and the transmission pump for scoring. 🎬 Watch: See how pump scoring and case wear look inside. Scoring on the pump indicates the bearing has spun in the case.
   Typical fix: If damage to the piston is found, the piston and clutch plates are replaced. If wear is found in the case or pump, the entire transmission assembly must be replaced, as the case itself is damaged and cannot be repaired.
   Est. part cost: $3000-$6000 for a replacement transmission
3. Low or Contaminated Transmission Fluid ⚪ Low Probability → Shop Transmission Assembly While not specific to this platform, any transmission can exhibit pressure-related codes if the fluid is low or degraded. A slow leak can lead to a low fluid level, causing a loss of pressure and triggering P2714.
   How to confirm: Check the transmission fluid level and condition according to the manufacturer's procedure. The fluid should be at the correct level and not appear dark, burnt, or contain debris. The TSB specifies the fluid must be between 140°-176°F (60°-80°C) for an accurate check.
   Typical fix: Perform a transmission fluid drain and fill, and repair any leaks found. Use the specified GM CVT fluid.
   Est. part cost: $150-$300 for fluid and filter

Rare But Worth Checking

• Faulty Transmission Control Module (TCM): → Shop Transmission Assembly While less common, a faulty TCM can fail to correctly command the solenoid, triggering the code. This is usually considered after all mechanical and wiring issues have been ruled out.
• Wiring Harness Issue: An open or short in the wiring between the TCM and the pressure control solenoid can cause this code, though it's less frequent than internal mechanical faults for this specific vehicle and TSB.
• Dislodged Internal Retaining Ring: A separate GM document (PIE0775) notes that on very low mileage vehicles (under 1000 miles), a 'no drive' or 'no reverse' condition accompanied by P2714 can be caused by a reverse internal gear retaining ring coming out of its groove during assembly. This requires transmission inspection.

Diagnosis Steps

1. Verify that code P2714 is present as current or in history using an OBD-II scanner.
2. Check the transmission fluid level and condition, ensuring the transmission is at the correct operating temperature (140°-176°F or 60°-80°C) as specified in TSB #24-NA-009.
3. If the fluid level is correct, test drive the vehicle to check for slipping, loss of engagement in Drive, or a burnt fluid odor.
4. If there is NO slip and the DTC does not immediately reset, clear the code and perform 3-4 wide-open throttle (WOT) accelerations to see if the code returns.
5. If the code does not return after the WOT test, GM's procedure suggests replacing the main valve body (not the solenoid valve body) and re-evaluating.
6. If the code DOES return after the WOT test, or if there is significant slipping, loss of forward motion, or a burnt fluid smell, the transmission must be disassembled for inspection.
7. Inspect the forward clutch piston for damage and the transmission pump for scoring or wear. Scoring on the pump indicates a spun bearing in the case.
8. If piston damage is found, replace the piston and clutch plates. If case/pump wear is found, the entire transmission assembly must be replaced as the case is not serviceable.

Parts You'll Likely Need

• Transmission Valve Body (OEM #24299975 (Verify with VIN)) — This is the most likely fix if the transmission does not have severe mechanical damage, as recommended by GM's service bulletin for cases without significant slipping.
  Trusted brands: ACDelco
  OEM price range: $600-$900
  Aftermarket price range: $400-$700
• CVT Transmission Assembly — Required if diagnosis reveals internal damage to the transmission case, pump, or primary pulley bearing bore. The case wear is not repairable.
  Trusted brands: ACDelco (Remanufactured)
  OEM price range: $4000-$6000
  Aftermarket price range: $3000-$5000

Related Codes That Often Appear With This One

• P0700: Transmission Control Module (TCM) Requested MIL Illumination. This is a generic code that often appears with other transmission codes to indicate the TCM has stored a fault. A Chevy Trailblazer owner reported seeing P0700 alongside P2714.

Technical Service Bulletins (TSBs) & Recalls

• 24-NA-009 (replaces PIP5819B): Loss of Forward Gear, Slipping, Malfunction Indicator Lamp Illuminated - DTC P2714 Set. This TSB provides the definitive diagnostic path for this code on this vehicle, covering model years 2020-2025.
• PIE0775: No Drive or No Reverse, DTC P2714 or P0722 May Set. This document notes a potential cause on very low mileage vehicles related to a dislodged retaining ring from the factory.

Platform-Specific Known Issues

• The VT40 CVT in these vehicles is subject to a known issue documented in TSB #24-NA-009 (formerly PIP5819B), where P2714 can be caused by a sticking clutch regulator valve, a damaged forward clutch piston, or wear in the primary pulley bearing bore inside the transmission case.
• Owner forums for the platform-mate Chevrolet Trailblazer contain reports of this exact issue. One owner with a 2021 model at 68,000 miles reported codes P2714 and P0700, with symptoms of hesitation when shifting from R to D, ultimately requiring a full transmission replacement.

Mechanic-Grade Diagnostic Values

• Primary and Secondary Pulley Pressure at Auto-Stop — expected: Approximately 400 kPa. Failure: Pressure dropping below 300 kPa may indicate an internal piston seal leak.
• 5V Reference Circuit Voltage at Transmission Connector — expected: 4.8 to 5.2 Volts. Failure: Voltage outside this range indicates a potential wiring or TCM issue.
• Pressure Control Solenoid Resistance — expected: 5 to 15 Ohms (General Value). Failure: An open circuit (infinite resistance) or short circuit (near-zero resistance) indicates a failed solenoid coil. Note: This is a general specification; a value specific to the VT40's Solenoid 'D' is not published.

Scan Tool Commands That Help

• GDS2 (GM Dealer Scan Tool): Transmission Service Fast Learn — This procedure must be performed after replacing the valve body or entire transmission assembly to allow the TCM to learn the characteristics of the new components and ensure proper shift quality.
• GDS2 (GM Dealer Scan Tool): Live Data Monitoring (Pulley Pressure) — Used during diagnosis as per TSB #24-NA-009 to check for internal pressure leaks by observing primary and secondary pulley pressures during an auto-stop event.
• GDS2 (GM Dealer Scan Tool): Output Control Functions / Solenoid Activation — To manually command the pressure control solenoid on and off while monitoring pressure readings to verify if the solenoid is physically responding to electrical commands.

Wiring & Ground Locations

• X1 Connector @ T12 Automatic Transmission Assembly — The main electrical harness connector on the VT40 (MRG) transmission case.. This is the primary connection point for all transmission electronics, including the pressure control solenoids. Diagnostic voltage and resistance tests are performed at the pins of this connector.
• G110 — Typically located on the right rear of the engine, mounted to the back of the cylinder head.. This is a common shared ground point for the Engine Control Module (ECM) and Transmission Control Module (TCM) on many GM vehicles. A poor connection here can cause various communication and control codes, including P2714.
• G103 / G104 / G105 / G106 — Various locations in the engine bay, often on the engine block, cylinder head, or frame rail near the battery.. GM service information points to these grounds as critical for proper powertrain module operation. Intermittent or faulty grounding can lead to incorrect sensor readings and false DTCs.

Real Owner Repair Stories

• Reddit user on r/GXOR (for a Lexus, but illustrates the same failure pattern) (Lexus GX460 with P2714) — Check engine light, codes for solenoids C and D, occasional hanging shifts.
  ❌ Tried (didn't work) Replaced two transmission solenoids at a cost of nearly $2,000.
  ✅ What actually fixed it The codes returned shortly after the solenoid replacement. The transmission performance degraded further, eventually requiring a complete transmission replacement (rebuilt unit) for just under $6,000. This highlights the common misdiagnosis of replacing only the solenoid when the root cause is deeper.

When the Usual Fixes Don't Work

• While P2714 points to 'Pressure Control Solenoid D', multiple owner and technician accounts confirm that replacing only the solenoid is often an expensive and ineffective repair for this specific VT40 transmission. The underlying cause is frequently mechanical wear in the valve body or the transmission case itself, as outlined in GM's TSB. A $2,000 solenoid replacement can quickly be wasted when the code returns, leading to an eventual $5,000-$7,000 transmission replacement that was likely needed from the start.

OEM Part Supersession History

• PIP5819B → 24-NA-009 — The service bulletin was updated to provide more refined diagnostic procedures and expand the model year coverage.
  Heads up: PIP5819B should be discarded in favor of 24-NA-009 for the most current diagnostic information.