P2724

P2724 means the TCM commanded PCS-E on but measured voltage on the control circuit above the rationality threshold — a 'high' fault indicating an open circuit at the solenoid (broken coil winding, unplugged connector, broken wire upstream), a short to battery voltage on the control wire, or a TCM driver that's stuck high. PCS-E control voltage should swing 0-12V on duty cycle; pinned at 12V with the solenoid commanded on confirms the high-side fault. Shop-floor ladder: (1) Scan-tool live data for PCS-E current — near-0A with TCM reporting open = the classic broken-wire or unplugged signature. (2) Inspect the external transmission connector (typical at the case pass-through) for corroded or backed-out pins; reseat and clear the code first. (3) Drop the pan or remove the access cover, unplug PCS-E, and resistance-check the coil at 8-30 ohms; infinite resistance = open coil (replace solenoid). (4) Continuity-check the internal harness from the case pass-through to the solenoid connector — chafed wires that opened are a common cause and usually require replacing the internal harness assembly, not just splicing. (5) With the solenoid coil confirmed good and the harness continuity confirmed, key-on engine-off backprobe the TCM driver while a tech commands PCS-E with the scan tool — a healthy driver swings to ground on command; a stuck-high driver means TCM replacement. (6) Always inspect ATF for burnt smell and friction debris before reassembly — a chronic high-side fault may indicate the clutch pack PCS-E controls was running on degraded line pressure and is itself damaged. DO NOT probe HV orange-wire circuits with a standard multimeter. Always service HV with Class 0 1000V gloves, isolation tester (Megger), and DC-rated lugged probes. Pack contactor stuck-closed (P0AF1/P0AF2) is the only condition where the orange-wire bus may be live AFTER the service plug is removed. NEVER assume zero potential — always measure with an HV-rated meter.

Vehicle-specific patterns: 2009-2017 Ford F-150 / Expedition with the 6R80 6-speed throws P2724 most commonly from internal harness chafe at the valve-body pass-through — Ford's internal harness is a known wear point and the repair is harness + solenoid body together. 2007-2013 GM trucks/SUVs with the 6L80/6L90 see P2724 from corroded external case-connector pins after winter road-salt exposure (a $0 cleaning sometimes clears it) and from open solenoid coils after extended hot-tow service. 2014-2021 GM 8L90 8-speed sees this code paired with shift-quality complaints; check for TCM reflash availability before condemning hardware. 2007-2018 Dodge Ram 2500/3500 Aisin AS69RC sees P2724 from solenoid coil failure under sustained high-line-pressure operation (heavy tow). 2011-2019 Jeep Grand Cherokee / Durango with the ZF 8HP70 throws P2724 occasionally from connector corrosion at the mechatronic external pass-through. Estimated repair: $400 (external connector cleaning + solenoid) to $2,800 (full internal harness + valve body + flush).