Skip to content
Skip to content

OBD-II Code

P2724

Severity

Not yet reviewed

Nobody on our side has assessed this code yet, so we are not going to guess at how serious it is.

Can you drive it

We cannot say

Treat it as unknown until a shop reads it with live data. If the check-engine light is FLASHING, stop driving as soon as it is safe to — that means an active misfire, whatever the code.

Indicative cost (USD)

$400–$2,800

From this code's diagnostic notes. Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.

$400 (external connector cleaning + solenoid) to $2,800 (full internal harness + valve body + flush).

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.

How a shop works this

Work from evidence to part, not the other way round. A code names a circuit or a symptom; it does not name the part that failed.

  1. Note every code that is set, not just this one.

    Codes that appear together usually narrow the cause faster than any one of them read alone.

  2. Read the freeze frame — the conditions the fault was recorded under.

    Cold or warm, idle or load, road speed and engine speed. A fault that only appears cold is a different fault from one that only appears under load, even with the same code on the scanner.

  3. Confirm the fault is current rather than history.

    Clear the code and see whether it returns under those same conditions. A code that does not come back may have been logged during a repair, a flat battery, or a bad connection that has since been disturbed.

  4. Then follow the diagnostic notes further down this page, in the order they are written.

    They are written in the order a shop works this code, cheapest checks first. Where they name a component, inspect its wiring and connector before replacing it.

If the code comes back after a repair, the underlying fault is still there. That is the point to bring in a scanner with live data and freeze-frame, or a shop that has one.

Common symptoms

  • Check engine light
Read the full diagnostic procedureP2724 means the TCM commanded PCS-E on but measured voltage on the control circuit above the rationality threshold — a 'high' fault indicating an ope…

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 patterns2009-2017 Ford F-150 / Expedition with the 6R80 6-speed throws P2724 most commonly from internal harness chafe at the valve-body pass-through — Ford'…
  • 2009-2017Ford 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.
  • 2007-2013GM 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.
  • 2014-2021GM 8L90 8-speed sees this code paired with shift-quality complaints; check for TCM reflash availability before condemning hardware.
  • 2007-2018Dodge Ram 2500/3500 Aisin AS69RC sees P2724 from solenoid coil failure under sustained high-line-pressure operation (heavy tow).
  • 2011-2019Jeep 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).

Look up another code

More free tools

VIN DecoderDecode year, make, model, engine, recalls.Maintenance ScheduleOil, timing belt, fluids, by vehicle.Tire SizeOEM vs new — diameter delta + speedo error.Gas CostWeekly, monthly, annual fuel math.

See all 9 tools