P0741 Code in 2026: Torque Converter Clutch, the Shudder, and the Fluid That Comes Before the Converter

P0741 tells you the converter clutch did not hold. It does not tell you why.

P0741 — "Torque Converter Clutch Circuit Performance or Stuck Off," printed by Honda as "Torque Converter Clutch Performance or Stuck OFF," by Kia and Audi as "P074100," and by Mercedes-Benz as fault 0741, "actuation of torque converter lockup clutch not possible" — means the transmission computer asked the lock-up clutch inside the torque converter to apply, and the slip it measured did not go away. The clutch may be worn or cracked. It may be starved by a sticking valve, a solenoid or a broken wire. The fluid may have lost the friction it needs. Or the software may be judging a healthy clutch too harshly. The companion codes P0740, P0742, P0743 and P0744 cover the same clutch's circuit and its other failure modes, and several makers add their own, such as Ford's P1744 and Stellantis's P1DB7.

We found 653 distinct manufacturer documents on NHTSA's site in searches for P0741, a companion code, the torque converter clutch or its shudder: bulletins, warranty extensions, service messages, dealer and owner letters and filings from five safety recalls, from Honda, GM, Ford, Toyota, Nissan, Subaru, Hyundai, Kia and others. 251 of them were found by a second, independent search, and one by a third. We read them all, and 28 proved unrelated; how we read them is in the methodology at the end. 73 print P0741 itself, as P074100 or as Mercedes-Benz's fault 0741, and their fixes disagree with each other: software on a Kia Telluride, a solenoid on a Kia six-speed, a harness on a 2012 GM truck, a valve body on a Ford F-150, a new converter on a Honda Pilot, and a software update plus a new CVT, when P0741 is stored, on a Hyundai Elantra. Many more deal with the shudder that often comes before or instead of the code; for Honda and GM the first fix there is fluid, while Nissan's judder bulletins go to the belt, valve body or CVT.

The federal complaint file tells the rest. We read all 2,872 complaints from 2015 to 21 September 2026 that name P0741 in any spelling, a companion code, the converter clutch or lock-up in words, or the converter shudder that the bulletins describe. Every complaint was sorted twice, independently, by the same written rules. 2,801 were about the converter clutch, the converter or its shudder on the owner's car. 571 end with a transmission replaced, rebuilt or recommended, and 672 with a new converter or a shop condemning one.

By the end you will know which of five routes your P0741 is on, what each costs in 2026, which bulletin or extension we read applies to your vehicle, and which test should come before a converter.

Claims marked 🟢 rest on a document listed in the Sources section, read in full. Claims marked ⚪ are shop-price estimates carried from our repair guides. Owner-reported figures are what people told NHTSA, published with ODI numbers, and every complaint count here comes from the 2,872 complaints sorted twice and published.

I built PulsCar after a $380 "full diagnostic" in Phuket in 2025 led to roughly $6,000 over six months across several shops (the story is on the About page). P0741 is that pattern with a transmission attached: a code that describes a result, a converter that is easy to quote, and a fluid or software step that the maker wrote down. Every claim below that rests on a document names it.

What P0741 says: the lock-up clutch did not hold

What the lock-up clutch does. A torque converter couples the engine to the transmission through fluid, which always slips a little. At cruise, the transmission computer applies a clutch inside the converter to lock the two together and stop that slip. 🟢 Toyota's FAQ for its 2012-2014 Camry software campaign calls the partial version "flex lock up," used "to partially lock the torque converter under light throttle driving conditions to improve fuel economy."

What the computer measures. Slip, in rpm. 🟢 GM's shudder bulletins test the car with the clutch released and with it commanded fully on, "TCC slip speed at zero," and Honda's snapshot job aid tells technicians to look for "Engine Speed to be briefly jumping above Main Shaft speed," which "would indicate that the torque converter is experiencing a stick/slip condition."

What it does not know. Why. 🟢 Honda's P0741 bulletins blame "a crack in the lock-up piston." 🟢 Ford's 10R80 bulletin blames "a sticking torque converter clutch (TCC) valve in the main control valve body assembly." 🟢 Audi's 2031775/1 of November 2012, for 2013 models with the 0BK eight-speed, called P074100 a "Diagnostic error in TCM software"; with the fluid at 140°F (60°C) or less at the time, it was a known concern with no repair yet. Same code, three different answers.

What the driver feels. Sometimes nothing: 🟢 Kia's Telluride bulletin says that with P074100 "the vehicle retains motive power, but transmission gear change smoothness can be affected." Sometimes a warning with no check engine light: 🟢 Honda's April 2025 dealer message says the P0741 condition "results in the MIL not illuminating. "D" flashes and "Transmission Overheat" message appears" with P0741. And often a shudder at cruising speed that owners compare to rumble strips.

First: a code, a shudder, or a stall?

This decides which documents apply. Write down every code and exactly when the car misbehaves.

Why the difference matters. A shudder without a code is the clutch still working, badly. 🟢 Toyota's RAV4 program says of its converter shudder: "No, if this condition occurs, it will not illuminate a malfunction indicator lamp or set a diagnostic trouble code." 🟢 GM warns the other way round: on 2015 6L80 and 6L90 trucks, vans and SUVs, "The torque converter clutch friction material may also come loose or debond and not set a DTC P0741." A missing code is not a clean bill of health, and a code is not a converter.

The P0741 family, and what the documents actually print

Search traps. A search for "P0741" misses documents that print only "P074100" or a bare "0741," and finds false friends: 🟢 Hyundai's Service Campaign TCC on 2016 Tucsons is about battery terminals, not the torque converter clutch.

The maker atlas: who wrote about the converter clutch, and what they blamed

Honda and Acura: fluid for the shudder, a new converter for the code. 🟢 From 2016 to 2018 Honda and Acura issued a family of "Judder from the Torque Converter Lock-Up Clutch" bulletins for 2012-2017 six-speed V6 models, among them 17-017 for the 2013-2017 Accord V6, 17-014 for the 2016-2017 Pilot, 17-043 for the 2014-2017 Odyssey and Acura 17-017 for the 2013-2017 RDX. They blame the fluid, update software and flush three times, and print no code at all. 🟢 In 2023 a separate campaign began, at 8 years or 150,000 miles and raised to 10 years in April 2025: 23-076, 23-077, 23-078 and Acura 23-029, "Torque Converter – DTC P0741 Stored," replace the converter.

GM: fluid and slip data before hardware. 🟢 18-NA-355 exchanges the fluid for TCC shudder on 2015-2019 eight-speeds and warns that "Sometimes shudder is not caused by the torque converter clutch (TCC)." 🟢 PI1393B covers P0741 on 2015 6L80 and 6L90 trucks, vans and SUVs, where debonded clutch lining can wreck the pump and the 4-5-6 clutch. 🟢 Special coverage 15111 replaced a wiring harness for P0741 on about 54,000 2012 4L60E trucks and vans, while 13120 reprogrammed unsold 2013 6T70 and 6T75 crossovers and sedans whose sticking converter clutch solenoid could stall the engine at a stop.

Ford: valve body, converter, or the whole unit. 🟢 20-2117 replaces the main control valve body on early 10R80 F-150, Expedition, Mustang and Navigator models with P0741 and P1744; its predecessor 18-2160 applied only when those were the only codes. 🟢 19-2100 rebuilds 2013-2015 Escape 1.6 transmissions around a new converter and solenoids. 🟢 TSB 25-2154, now superseded, and SSM 54939 replace the converter for shudder on 8F35 Edges, Nautiluses, Escapes, Corsairs, Bronco Sports and Mavericks. 🟢 Program 20B27 reprogrammed 2.3 MKC and Explorer models to keep converters from overheating, 20N07 covered the converter for 12 months after, and four Ford safety recalls replaced converters or transmissions.

Toyota and Lexus: flex lock-up shudder, sub-codes and valve bodies. 🟢 Warranty programs ZE5 for 2012-2014 Camrys and ZH1 for 2013-2015 RAV4s replaced converters for shudder with no code. 🟢 Their technical bulletins, T-SB-0312-17 for the Camry and T-SB-0023-15 Rev2 for the RAV4, describe "a brief shudder intermittently while driving under light loads between approximately 25 and 50 mph" and replace the converter and reflash the engine computer. 🟢 T-SB-0018-18 fixes P07407E on 2018 Camrys with software and says "The ECM (PCM) should NOT be replaced as part of the Repair Procedure." 🟢 T-SB-0150-16 replaces the valve body for P2757 on 2014-2017 Corolla CVTs, 2018-2019 added in a revision.

Nissan and Infiniti: the CVT, mostly. 🟢 In the NTB19-040 family for Kicks and Versa, P0741 leads to a belt inspection, not a converter. 🟢 The large CVT judder families, among them NTB17-039R and NTB16-110, for Altimas, Rogues, Pathfinders and others, name Nissan's own judder codes P17F0 and P17F1 and send the repair to the belt and pulleys, the control valve or a new CVT, not the converter clutch. 🟢 Only NTB22-099 and Infiniti ITB22-039, for 2017-2019 Armada, Titan and QX80 seven-speeds with "A vibration during light or moderate throttle input between 20 – 40 mph," say "Replace the Torque Converter." 🟢 NTB19-116B reprograms the computer for P0742, but "If the customer reports an engine stall concern, this bulletin does not apply."

Subaru: a converter that will not let go. 🟢 16-90-13R for 2010-2012 Legacy and Outback CVTs: "Thrust washer wear inside the torque converter can cause restriction of the oil passage used to bleed off lock-up clutch application pressure." 🟢 16-149-25 traces P2763 on 2020-2023 TR580 CVTs to moisture in a connector.

Hyundai and Kia: software, a solenoid, or a CVT. 🟢 Kia TRA 051 replaces the damper clutch solenoid for P0741 on six-speeds and says "Do not replace the transaxle." 🟢 Kia TRA089, Kia TRA 082 and Hyundai 23-AT-005H fix P0741 with computer software. 🟢 On IVT (CVT) cars, Kia TRA 097 and Hyundai's 2020 Elantra, 2020-2022 Venue and 2020-2021 Accent campaigns update the software and replace the whole unit when P0741 or another listed code is stored.

Stellantis, Mercedes-Benz, Audi, BMW and Mitsubishi. 🟢 Stellantis tech tip 9003453 on ProMaster 62TE vans: with P0740 or P2764 and a good solenoid, "the codes are indicative of a torque converter failure. Replace the torque converter." 🟢 Mercedes-Benz LI27.20-P-055758 updates software on 2011-2013 722.9 seven-speeds with engine 271, when newer software exists, and replaces the converter on the others. 🟢 Audi 2028985/11 fixes P074100 on 0BK eight-speeds with software. 🟢 BMW SI B24 04 13 blames aged fluid for GM6 shudder. 🟢 Mitsubishi's TSB-22-23-001REV lists P0741 among six codes that can set with a CVT-8 shudder or surge "possibly caused by poor reaction of the hydraulic pressure circuit."

The 10-minute P0741 check

1. Read every code and the freeze frame, the conditions saved with it (2 minutes). P0741 alone, or with P0740, P0742, P0743, P1744, a pressure control code, a gear-ratio code or a clutch code? Write them all down before anyone clears them. On a Honda, note whether the "D" was flashing.

2. Name the symptom (2 minutes). A shudder at a steady 20 to 80 mph under light throttle that vanishes when you press harder or lift off is the lock-up clutch. A stall as you stop is a clutch that will not release. Slipping in every gear, or no drive, is more than the converter.

3. Check the fluid if your transmission has a dipstick (2 minutes). Level, color and smell on a white towel. 🟢 Honda's P0741 bulletins warn that "Overfilled transmission level can cause an overheat condition," and several makers check the level only hot, so note the temperature you checked it at.

4. Recall your service history (2 minutes). When was the fluid last changed, with what, and by whom? 🟢 GM warns that "Intermixing of other types of transmission fluid or aftermarket additive packages will result in a low concentration level of new fluid and will not provide satisfactory results."

5. Run the VIN (2 minutes). nhtsa.gov/recalls lists safety recalls only. Extensions, bulletins and what the powertrain warranty still covers come from a dealer: ask by number, using the plan's list.

Six P0741 situations, and which is yours

"P0741 and a flashing D on an eligible 2017-2018 Pilot, 2017-2019 Ridgeline, 2017 Odyssey, 2017 Accord V6 or 2017-2018 RDX." Honda's cracked lock-up piston, on six-speeds. → Route 4, likely under the extension; a 2016 or older Honda is not listed, so Routes 2 to 4.

"A shudder at 20 to 60 mph and no code on a 2012-2017 Honda or Acura V6." Deteriorated fluid, by Honda's own finding. → Route 2.

"Rumble strips at 25 to 80 mph on a GM eight-speed: a 2015-2018 Silverado or Sierra, 2015-2017 Escalade or Yukon, 2016-2019 Camaro, ATS or CTS, 2016-2018 CT6, 2015-2019 Corvette, or 2017-2019 Colorado or Canyon." GM's fluid exchange, 18-NA-355; for a 2019-2026 Silverado, 2019-2022 Sierra or 2023-2026 Colorado or Canyon with the L84 or L3B, PIP6127A asks for a flush and 200 miles first. → Route 2, then Route 4.

"P0741 on a 2020 Telluride, a 2019 Sorento or Sedona 3.3, a 2019-2020 Santa Fe 2.4 or an Audi eight-speed, and the car drives fine." Software first. → Route 1.

"P0741 and P1744 on an early 10R80 F-150, Expedition, Mustang or Navigator, or P0741 on a 2012 4L60E GM truck or van." A valve body or a harness. → Route 3.

"The engine stalls as you stop, on a 2010-2012 Outback or Legacy or a 2013 GM 6T70 or 6T75 crossover or sedan." A clutch that will not release. → Routes 3 and 4. Any other car that stalls at stops: tow it and ask for bulletins by VIN.

The P0741 price ladder, from the bottom up

Try the top five lines before paying for the bottom ones. The ⚪ figures come from our transmission slipping guide and our transmission repair cost guide; the owner figures are listed with ODI numbers in the published file. The gap between the ⚪ converter line and the owner line is real: most owner converter figures are quotes, largely on Ford Edges, Subaru Outbacks and Toyota Camrys, and 🟢 Ford prints 13.3 to 15.2 labor hours for its current Edge and Nautilus shudder repair and Honda 7.2 to 7.6 for a Pilot or Ridgeline.

How much does it cost to fix P0741 in 2026, and when is a new torque converter the wrong purchase? Our repair guides carry a fluid drain-and-fill at $150 to $300, a solenoid or valve body at $300 to $900 and a torque converter at $600 to $1,500. In PulsCar's reading of 2,872 federal complaints, owners report $1,000 to $11,000 for converters, median $3,000, and $800 to $15,000 for transmissions, median $6,000, most of both quotes. A converter is the wrong purchase when a software bulletin covers the code, as on a 2020 Telluride, a 2019 Sorento 3.3, a 2019-2020 Santa Fe 2.4 or an Audi 0BK; when the maker's shudder bulletin starts with fluid, as Honda's judder bulletins and GM's 18-NA-355 do; when P0741 and P1744 point to the valve body on an early 10R80; and when a 2017-2019 Honda's converter is covered by the 10-year extension.

The five P0741 routes, cheapest first

Route 1 · Software and false codes — $0 under warranty

What it is. The clutch is fine, or fine enough. The transmission computer's logic sets the code too eagerly, applies the clutch badly, or reads the slip at the wrong moment. The fix is a reprogram, and several makers say so without a single part on the list.

What the documents say.

🟢 Kia TRA089, 2020 Telluride built February 6 to December 9, 2019. "lack of engagement of the torque converter damper clutch with illumination of the MIL and DTC P074100." The repair is new transmission computer logic. The same kind of fix appears in 🟢 Kia TRA 082 for 2019 Sorento and Sedona 3.3 eight-speeds, "(MIL) ON with DTC P0741. To correct this concern, apply the improved logic to the TCU", and in 🟢 Hyundai 23-AT-005H for 2019-2020 Santa Fe 2.4 eight-speeds: "This bulletin provides the procedure to update the TCU to revise the logic for P0741 (Torque converter clutch circuit)."

🟢 Audi 2028985/11, 2011-2014 Audi models with the 0BK eight-speed. P074100 with a transmission warning that clears after an ignition cycle, fixed with "New software in the TCM addresses the condition." Two conditions come first: "This TSB only applies if the ATF level is correct and there are no leaks," and "If any other faults or conditions exist, this bulletin does not apply because the SVM update will not work."

🟢 Toyota T-SB-0018-18, 2018 Camry four-cylinder. P07407E, "Torque Converter Clutch Actuator Stuck On," fixed by reprogramming, with "The ECM (PCM) should NOT be replaced as part of the Repair Procedure." 🟢 Stellantis fixes P1DB7, "Torque Converter Clutch Performance," on 2022 Durangos with 21-007-24, whose cause line reads "CAUSE: TCM Software." 🟢 Ford's 25-2174 reprograms new 2024-2025 F-150 PowerBoost trucks for a 50-70 mph moan that "may be due to momentary excessive slip of the torque converter lock up clutch".

What the owners report. 251 of the 2,801 relevant complaints end with fluid or software as the stated repair; 99 of those narratives mention software, an update or a reprogram.

The cheap cause that gets skipped. The software level. A dealer can compare it with the latest in minutes, and on the vehicles above it is the whole repair.

At the shop — say this: "Before any parts, is there a software update or bulletin for P0741 on my VIN? Is P0741 the only code, and is the fluid level correct? Please print the software level before and after."

Route 2 · The fluid that lost its grip — ⚪ $150 to $300 per drain-and-fill; owners' fluid-or-software median is $500

What it is. The lock-up clutch rides on a film of transmission fluid, and its friction depends on that fluid. When the fluid wears out, is the wrong type or was never changed, the clutch slips and grabs, and the car shudders at a steady speed. This is the route Honda, GM and BMW take first.

What the documents say.

🟢 Honda 17-017, 2013-2017 Accord V6, and its siblings for the Pilot, Odyssey, Ridgeline, Crosstour and Acura MDX, RDX, TL, RLX and ZDX. "A judder from the torque converter lock-up clutch may be felt while driving between 20 and 60 mph. The problem is typically diagnosed as a bad torque converter. American Honda investigated the judder and found that the torque converter was not causing the judder". The cause: "The judder was caused by deteriorated transmission fluid." The repair is a software update and a flush, which Honda's earlier Odyssey bulletin 16-060 defines narrowly: 🟢 "American Honda defines flushing the transmission as draining and filling the transmission with a drive cycle three times to help make sure the deteriorated fluid is removed. There are other aftermarket flush systems available, but American Honda does not recommend using them." And: "Do not use non-Honda ATF because it can affect shift quality." A dealer must first send a snapshot to Honda; "If the snapshot does not indicate the judder is coming from the torque converter, this service bulletin does not apply."

🟢 GM 18-NA-355, 2015-2019 eight-speed trucks, SUVs, Camaros, Corvettes and Cadillacs. "Vehicles that are presented with TCC shudder should have the appropriate fluid exchange procedure completed," with Mobil 1 Synthetic LV ATF HP. "It may take up to 320 km (200 mi) for the TCC shudder condition to be eliminated." The bulletin is also honest about its limits: "Sometimes shudder is not caused by the torque converter clutch (TCC). In some instances, shudder is fish bite, chuggle, surge or vibration." Earlier versions told technicians to rule the clutch out with it commanded open and locked: "If the concern is still present with the TCC disabled (Mode B) or with the TCC enabled (Mode C, TCC slip speed at zero), then the vibration root cause is NOT TCC shudder."

🟢 GM 23-NA-072, 2019-2023 nine-speed crossovers. The slip trace decides: peak-to-peak slip below 20 rpm is normal, a repeating slip near 60 rpm means degraded fluid (check it, then drain and refill), and an erratic slip near 100 rpm is a damaged converter. 🟢 BMW SI B24 04 13, GM6 automatics: "Changes in the frictional properties of the automatic transmission fluid over time can lead to momentary slipping of the torque convertor lock-up clutch."

What the owners report. Of the 251 fluid-or-software complaints, 172 mention the fluid, and 153 say the problem came back afterwards. The Honda and Acura models and years in the judder bulletins account for 99 relevant complaints, 32 of them ending with fluid or software; the GM models and years that 18-NA-355 lists account for 333, with 63 ending in fluid or software and 89 saying the problem came back. A 2019 Pilot owner writes that "The correct fix is a Triple Flush of the Transmission and Reprograming of the Transmission."

The cheap cause that gets skipped. The fluid itself, and which fluid. A generic flush with a universal fluid is not the procedure either maker wrote.

Fix it yourself — what to check. On a transmission with a dipstick, check the level hot on level ground and look at the fluid on a white towel. Keep every fluid receipt with the fluid name on it. Do not add a shudder additive before a dealer sees the car: the bulletins above count on the maker's own fluid.

At the shop — say this: "Is there a shudder bulletin for my VIN, and does it call for a fluid exchange or a triple drain-and-fill with a named fluid? Please do the slip test or snapshot before and write down the result, and use the fluid the bulletin names."

Route 3 · The solenoid, the valve body and the wiring — ⚪ $300 to $900

What it is. The clutch is commanded by a solenoid, through a valve in the valve body, over a wire. If any of them fails, the clutch does not get the pressure it needs and the code sets, while the converter itself is fine.

What the documents say.

🟢 Kia TRA 051, 2011-2016 six-speed models. P0741 is listed as "D/C Torque converter clutch system (T/C)". The instruction: "Replace the solenoids if current or history codes are present; Do not replace the transaxle." If the code returns, the bulletin moves to the harness and then the engine computer.

🟢 GM special coverage 15111, 2012 Silverado, Sierra, Express, Savana, Colorado and Canyon with the 4L60E and a 2.9, 3.7 or 4.3. "If DTC P0741 is found, dealers are to replace the automatic transmission wiring harness. The repairs will be made at no charge to the customer." 🟢 The technical note behind it, PIP5009G, also replaces the converter clutch enable solenoid.

🟢 Ford 20-2117, 2017-2018 F-150 and Raptor, 2018 Expedition, Mustang and Navigator with the 10R80, built on or before 20 November 2017. "This may be due to a sticking torque converter clutch (TCC) valve in the main control valve body assembly," and the repair is "Replace the main control valve body assembly." Its predecessor, 18-2160, applied only when P0741 and P1744 were the only codes.

🟢 Toyota T-SB-0150-16, 2014-2017 Corolla CVT, 2018-2019 in a revision: P2757, the converter clutch pressure control solenoid, fixed with a new valve body, with the warning "TO PREVENT CONTAMINATION - DO NOT CLEAN CVT CASE". 🟢 Subaru 16-149-25: "Condensation may accumulate within the transmission cover causing moisture to seep into the harness connector for the CVT control valve." 🟢 GM PI0999, 2013-2014 6T70: P0742, a solenoid stuck on by debris, fixed with a new control solenoid body.

What the owners report. 61 complaints end with a solenoid, valve body or wiring repair, led by Nissan with 14 and Subaru with 13; 28 of them say the problem came back.

The cheap cause that gets skipped. The connector and the harness, and the question of whether P0741 is the only code. Ford's 18-2160 applied only if it was, and so does Audi's software fix in Route 1.

At the shop — say this: "Is P0741 the only code? Did you check the converter clutch solenoid and its wiring, and is there a bulletin for a valve body or harness on my VIN before we talk about a converter?"

Route 4 · The converter itself — ⚪ $600 to $1,500; owners report $1,000 to $11,000

What it is. The clutch inside the converter is worn, glazed, cracked or leaking, or the converter's own parts have failed. The transmission comes out to replace it.

What the documents say.

🟢 Honda 23-076, 23-077 and 23-078 and Acura 23-029: 2017 Accord V6, 2017 Odyssey, 2017-2018 Pilot, 2017-2019 Ridgeline and 2017-2018 RDX, six-speed automatics. The Pilot bulletin: "Torque converters may not have been manufactured to proper specifications. As a result, the torque converter lock-up clutch cannot provide adequate holding force due to pressure bleeding down through a crack in the lock-up piston." "The reduced lock-up clutch capacity results in the transmission indicator flashing "D" and set DTC P0741 Torque Converter Clutch Performance or Stuck OFF." The procedure is short: "Confirm the vehicle has DTC P0741 stored and replace the torque converter." Labor is printed at 7.2 hours for a two-wheel-drive Pilot or Ridgeline and 7.6 with all-wheel drive.

🟢 Ford TSB 25-2154, 2019-2022 Edge and Nautilus 8F35 built on or before 30 June 2022: a shudder below 60 mph with "No DTCs present," and "Sometimes this is perceived/felt as an engine misfire. This may be due to an internal issue with the torque converter." The action was to replace the converter, at 9.9 to 12.0 labor hours. 🟢 In April 2026 26-2171 superseded it for 2019-2024 Edge and 2019-2023 Nautilus: "This may be due to a concern with the output planetary assembly," and the repair now replaces the converter and the output planetary assembly and overhauls the main control, 13.3 to 15.2 hours. 🟢 SSM 54939 covers the same shudder on 2020-2026 Corsair and Escape, 2021-2026 Bronco Sport and 2022-2026 Maverick 8F35s, and, only when Ford's Pinpoint Test K directs it, replaces the converter and overhauls the main control valve body.

🟢 GM PI1393B, 2015 6L80 and 6L90: "This condition may be caused by damaged torque converter clutch friction material." 🟢 Subaru 16-90-13R fits a converter whose thrust washer "has been changed from a solid bushing-type to a needle bearing type," and warns that "In rare instances, should the condition persist after replacing the torque converter, the valve body assembly may also require replacement." 🟢 Mercedes-Benz LI27.20-P-055758, 722.9 seven-speeds built 04/2011 to 12/2013: a new converter with the transmission input shaft polished, except on cars with the 271 engine, which get software if a newer version exists. 🟢 Toyota ZE5 and ZH1: a verified shudder is repaired with "a new torque converter, additional transmission pan magnets, and updated engine control software."

🟢 The limits. GM's newest converter note, PIP6127A, for 2019-2026 Silverado, 2019-2022 Sierra and 2023-2026 Colorado and Canyon eight-speeds with the L84 or L3B, asks dealers to confirm a full fluid flush and a 200-mile drive before a converter is authorized. 🟢 Saturn's 2005-2007 VUE program, 10285B, reprogrammed first and said "Over 99% of the vehicles will NOT require a torque converter."

What the owners report. 672 complaints end with a new converter or a shop condemning one, led by the Ford Edge with 109, the Subaru Outback with 73 and the Toyota Camry with 57; 184 of them say the problem came back. On the Honda and Acura model years in the P0741 campaign, all trims, 65 complaints: 26 converters, 10 transmissions, 13 fluid or software. Owners report 140 converter figures from $1,000 to $11,000, median $3,000, 109 of them quotes; the 15 figures described as paid have a median of $2,000.

The cheap cause that gets skipped. The proof. A converter should be condemned by slip data, a snapshot or a bulletin's test, not by the feel of a test drive, and on a Honda P0741 car by the VIN.

At the shop — say this: "What test condemned the converter: slip data, a snapshot, a bulletin procedure? Is my VIN in Honda's P0741 extension or another program? If the converter comes out, please flush the cooler, replace the filter and write down what the old fluid looked like."

Route 5 · When the converter takes the transmission with it — ⚪ $1,800 to $5,500; owners report a median of $6,000

What it is. A failing clutch sheds friction material into the fluid, which travels through the pump, the other clutches and the cooler. By the time the code sets, the converter may not be the only damaged part; on a CVT the code may point at the belt.

What the documents say.

🟢 GM PI1393B: "If loose torque converter clutch friction material passes through the pump, it can cause damage to the pump resulting in low line pressure and damaged clutches." "The most likely clutch to experience distress is the 4-5-6 clutch. A DTC P0796 may be set as a result of a distressed and slipping 4-5-6 clutch."

🟢 Ford SSM 49345, 2020 Edge, Nautilus, Escape, Corsair and Transit Connect 8F35 and 8F40 built on or before 30 September 2020: "Replacement of only the torque converter and/or the main control may not resolve the concern," so the list is "the torque converter, fluid pump assembly, both fluid filters, main control, input shaft, and flush thetransmission cooling system."

🟢 Nissan NTB19-040, 2018-2021 Kicks and 2020-2021 Versa CVT: P0741 sends the technician to a belt inspection; "If no belt damage is present, only the control valve (valve body) will be replaced." 🟢 Kia TRA 097, 2020 Rio IVT: "If one of the four DTCs (P0730, P0731, P0741, P0867) applies during the DTC Check, upgrade the TCM S/W and replace the IVT/CVT." 🟢 Toyota T-SB-0094-24 replaces the transmission and converter on certain 2024 Tacomas with P07407F or related solenoid codes, "Torque Converter Clutch Actuator Stuck Off".

What the owners report. 571 complaints end with a transmission replaced, rebuilt or recommended, led by Ford with 142 and Nissan with 134; by model, the Ford Edge 55, the Silverado 1500 50, and the Nissan Rogue 34. Owners report 180 transmission figures from $800 to $15,000, median $6,000, 142 of them quotes.

The cheap cause that gets skipped. The pan. A pan drop and a look at the magnet and filter tell whether the damage has spread, before anyone quotes a unit.

Fix it yourself — what to keep. Photographs of the pan magnet and the old fluid, every code with its date, and every receipt. On a CVT, ask whether the belt was inspected.

At the shop — say this: "Before a transmission, what did the pan and filter show, and what is the line pressure? Is there a campaign or bulletin for my VIN that replaces the unit? If you replace the converter only, what does the bulletin say about the pump and the cooler?"

The coverage file: which converter programs are still running in September 2026

The status column is our own calculation from the terms printed in each document, as of September 2026 — not a statement by the manufacturer. Check the exact VIN.

How we computed it. 🟢 Honda's P0741 bulletins print "10 years or 150,000 miles from the original date of purchase, whichever comes first." A 10-year term that starts at purchase is still running in September 2026 for a vehicle first bought after September 2016 and under 150,000 miles; the oldest 2017 models, sold in 2016, are at the edge. The first versions in 2023 printed 8 years; Honda raised it to 10 on 18 April 2025. Toyota's ZE5 and ZH1 secondary coverage runs 8 years from first use, so it ended around 2022 or 2023. Nissan's PC500 and PC501 do not print a start point; on the printed build dates, both have run out. Ford's 20N07 ran 12 months from each car's 20B27 reflash, and 20B27 itself was "in effect through November 30, 2021." Toyota's Federal Emission Warranty items run 96 months from in-service, so only a car placed in service after September 2018 and under 80,000 miles still qualifies.

Two details that decide claims. First, the Honda campaign is by VIN, not by model year: 🟢 the bulletins say "Check iN VIN status for eligibility," and one 2018 Pilot owner in our file paid $3,000 and says the bulletin for 2017-2018 Pilots does not include the car. Second, Honda reimburses, with conditions: 🟢 its 6T8 form is for owners who "paid to have your torque converter replaced due to DTC P0741" and show a paid invoice, and repairs after the notice date (Honda planned owner notices from early June 2025) "must be administered by a Honda dealer." Ask a dealer to check the VIN before paying anyone.

What 2,872 complaints matched to the converter clutch show

We read every complaint in NHTSA's file from 2015 to 21 September 2026 that our searches matched: the code P0741 in any spelling, the companion codes P0740, P0742, P0743, P0744, P2769 and P2770; the converter clutch or lock-up in words; and the converter shudder the bulletins describe — 2,872 complaints, 2,400 of them found by a second, independent search for what the first had missed. Every complaint was sorted twice, independently, by the same written rules. The two sortings matched on 90% of them, and on whether the car stalled or lost power for 97%. Every disagreement was resolved under written rules, and the published file carries both sortings and the final one.

The code itself is the small part. 113 complaints name P0741; 60 more name a companion code in the first search. Among the 113, Honda accounts for 35 and Acura for 5, and 36 end with a transmission. The rest describe the converter or its shudder without the code.

The file belongs to Ford, GM and Nissan. Ford accounts for 566 of the 2,801 relevant complaints, Chevrolet 515, Nissan 350, Toyota 274, Honda 239, GMC 236 and Subaru 220. By model: the Ford Edge 238, the Silverado 1500 210, the Camry 176, the Outback 144, the Sierra 1500 104, the Colorado 103 and the Pathfinder 90.

The shudder is the common thread. 1,921 complaints describe a shudder, judder or rumble-strip vibration while driving. 971 describe a stall, limp mode, a transmission that would not shift or move, or lost acceleration. 570 say the problem came back after a repair.

More complaints are being filed. By year received, from 138 in 2015 and 125 in 2017 to 290 in 2024, 464 in 2025 and 386 in 2026 to 21 September. The median model year is 2016, and of the 1,207 complaints that give a plausible mileage, the median is 82,850 miles.

Counting complaints, not cars. Some owners filed more than once, and 975 relevant complaints come from the broadest shudder wording, without the converter named. Nothing here is a failure rate.

What do 2,872 federal complaints about P0741 and converter shudder show, and why are Fords, GM trucks and Nissans most of them? In PulsCar's reading of every complaint that names P0741, a companion code, the converter clutch or its shudder, each complaint was sorted twice, independently, by the same written rules, and the two sortings matched on 90% of them. Of the 2,801 relevant complaints, 571 end with a transmission replaced, rebuilt or recommended and 672 with a new or condemned converter, while only 251 end with fluid or software and 61 with a solenoid, valve body or wiring. Ford accounts for 566, led by the Edge with 238; Chevrolet for 515; and Nissan, mostly CVTs, for 350. In 570 complaints the problem came back after a repair, and 971 describe a stall, limp mode or lost drive.

The stall at a stop

The opposite fault is the clutch that will not let go. 🟢 GM's 13120, an inventory-only reprogram that expired in April 2014, for 2013 Enclave, SRX, XTS, Malibu, Traverse, Acadia and Terrain: "When the vehicle is at the end of a coast-down, as the vehicle is coming to a stop, a stuck solenoid will fail to release the torque converter clutch." "As the vehicle stops, the engine speed will be pulled down below normal idle speed and the engine may stall."

🟢 Subaru 16-90-13R, 2010-2012 Legacy and Outback CVT: worn thrust washers can restrict an oil passage, with "either a delayed (momentary low engine rpm) or no lock-up pressure release." 🟢 Ford recall 20V-365, 13 US 2020 Super Duty 10R140 trucks with an untempered damper plate: "A broken torque converter may result in the engine stalling and require increased brake pedal pressure while coming to a stop," and Ford's release adds "the potential for another engine stall."

What the owners report. 182 complaints concern 2010-2012 Outbacks and Legacys, and 172 of them describe a stall or power loss. 86 end with a converter.

What to do. If the engine dies as you stop, stop driving it: have it towed and inspected, and ask for the bulletin on your model.

What owners say they paid

We collected every dollar figure for a diagnosis, a fluid or software service, a solenoid, valve body or wiring repair, a converter, a transmission or another repair tied to this fault in the 2,801 relevant complaints — 454 figures, 326 of them quotes and 85 described as paid — leaving out towing, rentals, vehicle prices, goodwill splits, and totals that mixed in unrelated work, and the full list with ODI numbers and the inclusion rule is published. By purpose:

A diagnosis. 33 figures from $88, paid at a dealer for a 2013 CR-V, to almost $500 in three diagnostic fees on a 2016 Suburban; median $159.95.

Fluid or software. 46 figures, median $500: $156 paid for a dealer transmission-fluid change on a 2011 Rogue, $550 paid for three flushes and a computer update on a 2014 Odyssey, $853.52 paid under protest for the bulletin service on a 2019 Corvette, and $1,200 quoted for a flush, filter and reflash on a 2017 Sierra.

Solenoid or valve body. 13 figures, median $1,340.47: $1,700 paid for a converter clutch solenoid on a 2013 Legacy, $1,900 paid for a valve body on a 2013 Rogue, $2,200 quoted for a CVT valve body on a 2014 Forester.

A converter. 140 figures, 109 of them quotes, median $3,000. The 15 figures described as paid run from $1,000 to $5,000, median $2,000: $1,238.78 for a 2010 Outback, $3,300 at a dealer for a 2018 RAV4, $4,226 at a Ford dealer for a 2019 Edge, and almost $5,000 for a 2018 RDX with P0741. The top quote is $11,000 from Ford for a 2019 Edge.

A transmission. 180 figures, 142 of them quotes, median $6,000. The 23 paid figures run from $2,900 for a rebuild on a 2014 Escape to $11,000 for a rebuild after the converter broke on a 2017 Tahoe, median $5,000.

Why P0741 comes back after a repair

Because the repair was not the cause. 🟢 Honda's judder bulletins state "The problem is typically diagnosed as a bad torque converter" and say it was the fluid. 🟢 GM's 18-NA-355 warns that "Sometimes shudder is not caused by the torque converter clutch (TCC)." A converter replaced for a fluid problem, or a flush done on a cracked piston, leaves the cause in place.

Because the fluid was the wrong one, or not enough of it was changed. 🟢 Honda's flush is three drain-and-fills with a drive cycle; 🟢 GM warns that intermixing "will not provide satisfactory results."

Because the damage had already spread. 🟢 Ford's SSM 49345: "Replacement of only the torque converter and/or the main control may not resolve the concern." 🟢 GM's PI1393B: debonded lining that passes through the pump damages the clutches. A new converter bolted to a contaminated transmission and cooler inherits the debris.

Because the cheaper fix, when owners report one, is the one they most often say came back. Of the 251 complaints that end with fluid or software, 153 say the problem came back — the highest share of any group — against 184 of 672 for converters and 157 of 571 for transmissions. Every fluid-or-software complaint had a repair, while many converter and transmission complaints are quotes, so this is not a failure rate.

Why does P0741 or a converter shudder keep coming back after a fluid change or a new converter? In PulsCar's reading of 2,872 federal complaints and the manufacturer documents on the converter clutch, 570 complaints describe the problem returning after a repair, including 153 of the 251 that ended with fluid or software and 184 of the 672 that ended with a converter. The documents explain why. Honda found its V6 judder was deteriorated fluid, not the converter, and wrote a three-cycle flush with its own fluid; GM's 18-NA-355 warns that mixed fluids will not work and that some shudder is not the converter clutch at all; Ford's SSM 49345 says a converter or valve body alone may not fix P0741 on 2020 8F35 and 8F40 units; and GM's PI1393B shows converter debris damaging the pump and clutches. Match the repair to the bulletin, then test.

Can you drive with P0741?

With the code, no warning and a car that drives normally, our advice: gently, to a diagnosis this week. 🟢 Kia says that a 2020 Telluride built February to December 2019 with this code "retains motive power, but transmission gear change smoothness can be affected." Avoid towing and long climbs until it is diagnosed.

Not with a flashing "D", a "Transmission Overheat" message, slipping or no drive. 🟢 Honda describes a flashing "D" as the sign of its failing clutch; the extension repair then needs P0741 stored and an eligible VIN. A transmission that overheats while the clutch slips is cooking its fluid.

Not if the engine stalls as you stop. That is the stuck-on case. 🟢 On recall 20V-365, 13 US trucks with a broken damper plate, Ford's release says the condition "can increase the risk of a crash." Have it towed and inspected before driving resumes.

Should you buy a used car with a P0741 history?

It depends on what fixed it and where the fluid went. A receipt for the software bulletin, the fluid procedure a bulletin named, or a converter under the Honda extension is a good sign, not a guarantee. A converter replaced twice, or a converter replaced with no cooler flush, is an open one.

On a six-speed 2017-2019 Honda or 2017-2018 RDX, ask three things. Whether the VIN is in the campaign and the converter was replaced; the original purchase date, because the 10 years count from there; and the mileage against 150,000. On a GM eight-speed, ask whether the flush 18-NA-355 or PIP6127A calls for was done.

Clearing P0741 before an inspection

Clearing the code does not clear the cause. Erasing codes resets the readiness monitors, which need days of mixed driving to complete, and in many inspection programs a car with incomplete monitors is not accepted; a clutch that still slips will set P0741 again on the next drive with lock-up.

What works instead. Fix the route, clear the code, drive normally for several days with steady highway cruising, and bring the repair order.

What a shop actually does with P0741, checkpoint by checkpoint

Checkpoint 1: every code and the freeze frame — P0741 alone, or with P1744, pressure, ratio or clutch codes?

Checkpoint 2: bulletins, software and extensions by VIN.

Checkpoint 3: the fluid — level, condition and type.

Checkpoint 4: slip data on a road test — commanded versus actual, with the clutch released and applied, or Honda's snapshot.

Checkpoint 5: the solenoid, connector and valve body.

Checkpoint 6: the pan and the filter — debris decides between a converter and a transmission.

Checkpoint 7: the part — only now, with the test that condemned it written on the estimate, and the cooler flushed.

Three P0741 traps that cost owners the most

Trap 1: the converter bought for a fluid problem. Honda wrote that its judder is typically diagnosed as a bad converter when the fluid was the cause, and GM that sometimes a shudder is not the converter clutch at all. Lesson: on a shudder with no code, ask for the maker's fluid procedure and the slip test first.

Trap 2: the missing extension. A six-speed 2017-2019 Honda or 2017-2018 RDX with P0741 may have a free converter, and Honda's form wants repairs after the owner notice done by a Honda dealer, so do not pay an independent shop first. Lesson: ask a Honda or Acura dealer to check the VIN before you approve anything, and keep the repair order with the code on it.

Trap 3: the converter without the cooler. A new converter on a transmission full of lining and metal can fail again. Lesson: ask what the pan showed and whether the cooler will be flushed, as Ford's SSM 49345 (2020 units) and GM's PI1393B (2015 trucks) direct.

Three P0741 quotes, decoded

These are composite scenarios, not individual customers: each combines details from the documents and complaints above.

Scenario 1: 2018 six-speed Honda Pilot, 95,000 miles, flashing "D", P0741, quote for a new converter at an independent shop. The owner asks a Honda dealer to check the VIN against 23-078. An eligible Pilot bought after September 2016 is inside the 10 years and 150,000 miles, and the converter is replaced free at a Honda dealer; an owner who paid for a repair started before the notice date can claim it back with the paid invoice. Lesson: within the listed years, the VIN decides.

Scenario 2: 2017 Silverado 1500 eight-speed, 80,000 miles, a rumble-strip shudder at 45 mph, no code, quote for a converter. The owner asks for GM's 18-NA-355 and its fluid. If the shudder stays after the exchange and 200 miles, a converter is the next step, not the first; owner converter figures in our file have a median of $3,000. Lesson: fluid first, converter second.

Scenario 3: 2020 Edge built before October 2020, P0741, slipping, metal on the pan magnet, quote for a converter only. The owner asks what the pan showed and reads Ford's SSM 49345, which says a converter alone may not resolve it. The shop quotes the converter with the pump, filters and a cooler flush, or a transmission; owner transmission figures run to a median of $6,000. Lesson: debris changes the route.

The P0741 plan: 10 minutes, today, this week

10 minutes: read every code and the freeze frame; note whether the car shudders, stalls at stops, flashes "D" or slips; check the fluid if you can; find your last fluid receipt.

Today: if the car will not move, slips, flashes "D", overheats or stalls as you stop, have it towed. Otherwise run the VIN at nhtsa.gov/recalls, which lists safety recalls only, and ask a dealer by number — 23-076, 23-077, 23-078 or Acura 23-029 on a six-speed 2017-2019 Honda or 2017-2018 RDX with P0741; 17-017 or its siblings on an older Honda V6; 18-NA-355 or PIP6127A on a GM eight-speed; TRA089, TRA 082 or 23-AT-005H on a Kia or Hyundai eight-speed; TRA 097 or the Elantra, Venue and Accent campaigns on an IVT; 20-2117 on an early 10R80; 26-2171 or SSM 54939 on an 8F35; 16-90-13R on a 2010-2012 Legacy or Outback.

This week: have the fluid checked, slip data recorded and the pan inspected before a converter or a transmission is ordered — and get every result written on the repair order.

Sources and documents

Primary documents only. Where a claim in this guide is marked 🟢, it rests on one of the items below, and the reference is given so you can pull the document yourself. Claims marked ⚪ are shop-price estimates carried from PulsCar's repair guides — estimates, not measurements from a dataset we own.

1. Honda and Acura P0741 torque converter extensions 23-076, 23-077, 23-078 and Acura 23-029, dealer message AEBM04182025901 and the 6T8 reimbursement form; judder bulletins 17-017, 17-014, 17-043, 16-060, Acura 17-017 and the rest of the family in the published list; the 2016 converter extensions such as 16-036 and 16-052; 18-072; snapshot job aid.
2. GM 18-NA-355 and its May 2019 version; PI1393B; special coverage 15111 and PIP5009G; 13120 and PI0999; 23-NA-072; PIP6127A; 14745; Saturn 10285B.
3. Ford and Lincoln 20-2117 and 18-2160, 19-2100, TSB 25-2154 and 26-2171, SSM 54939, SSM 49345, 25-2174, programs 20B27 and 20N07; safety recalls 12V-006, 17V-427, 18V-390 and 20V-365, with Ford's 25 June 2020 release.
4. Toyota and Lexus programs ZE5, ZH1 and the software campaign E03; T-SB-0312-17, T-SB-0023-15 Rev2, T-SB-0018-18, T-SB-0122-20, T-SB-0150-16 and T-SB-0094-24; safety recall 18V-901.
5. Nissan and Infiniti NTB19-040, NTB17-039R, NTB16-110, NTB22-099, ITB22-039, NTB19-116B, campaigns PC500 and PC501.
6. Subaru 16-90-13R and 16-149-25. Hyundai and Kia Kia TRA 051, TRA089, TRA 082 and TRA 097; Hyundai 23-AT-005H, the Elantra T5B, Venue T8X and Accent 9A9 campaigns, and the battery-terminal Service Campaign TCC.
7. Stellantis 9003453 and 21-007-24. Mercedes-Benz LI27.20-P-055758. Audi 2031775/1 and 2028985/11. BMW SI B24 04 13. Mazda 05-005/23a. Mitsubishi TSB-22-23-001REV.
8. PulsCar analysis of NHTSA public data, September 2026: 2,872 complaints naming P0741, a companion code, the converter clutch or its shudder, sorted twice, independently; owner-reported amounts; the document list with read status and links. How we did it.

For the neighboring pages: the P0700 guide, transmission slipping, transmission repair cost, transmission fluid leak, car shakes at highway speed and the code index.

PulsCar's free sound check listens to an idling engine, so it cannot catch a shudder that exists only at speed; for this code, slip data and the documents above are the evidence.

Methodology. The complaint set is every complaint in NHTSA's file from 2015 to 21 September 2026 that names P0741 (with spellings using a letter O, a space, a suffix or glued to other text), a companion code, the torque converter clutch or lock-up in words, or the converter shudder the bulletins describe — 2,872 in all, 2,400 of them found by a second, independent search. Every complaint was sorted twice, independently, by the same written rules, fixed before the sorting (the two sortings matched on 90% of them, and on stall or power loss for 97%), every disagreement was resolved under written rules published with the data, and a final pass of the agreed sortings against those rules corrected 53. The documents are 653 distinct manufacturer communications and recall filings, 251 of them found by the second search and one by a third; 14 long Nissan bulletins were read in their opening pages, flow charts and claims sections with a keyword sweep of the rest, and every other document in full or, for near-identical revisions, sentence by sentence against a copy read in full. Every complaint quoted was read in full, and every dollar figure was checked against its narrative. Coverage status is our computation from the printed terms, as of September 2026. Nothing here is a failure rate.

Prices verified July to September 2026 in the repair guides they are carried from, and reviewed quarterly. Technical documents verified September 2026: the 653 distinct documents we read, listed in our published file — among them Honda 23-078 version 6, Acura 23-029 version 4, GM 18-NA-355 and PI1393B, Ford 20-2117, 26-2171 and SSM 49345, Toyota T-SB-0312-17, Kia TRA089, Hyundai 23-AT-005H and Nissan NTB19-040F.

Had P0741 fixed by software, a fluid procedure, a solenoid or an extension — or talked out of a converter? Email [email protected] with the vehicle, mileage and outcome.