P2730

P2730 means Pressure Control Solenoid G is electrically stuck on — the TCM sees current flow through the coil even when it's commanding the solenoid off, which means a shorted coil winding, a shorted driver transistor in the TCM, or chafed wiring against ground in the harness. Stuck-on is more serious than open-circuit (P2729) because it usually means the affected clutch element is hydraulically applied when it shouldn't be, which produces bind-up on shifts and can cook the clutch pack quickly if the vehicle is driven. Cheapest-first ladder: confirm fluid condition (burned fluid here is a sign damage has already happened, and any subsequent repair plan needs to factor in a clutch rebuild on top of the solenoid); ohm the PCS-G coil — should read 8-30 ohms cold (lower end 4-8 ohms typical on 10R80/10L80 designs), and a reading under 3 ohms or a dead short to ground is a condemned solenoid; scope the drive line looking for the TCM cleanly cycling the driver high and low against expected PWM (100-300 Hz, 0.5-1.5 A drive). If the coil ohms in spec but the line still shows continuous current flow, suspect a chafed conductor in the internal lead-frame shorted to ground. Caveat: a stuck-on PCS on a 10-speed almost always demands a pan drop plus valve-body access ($400+ in labor before parts), and if fluid color or smell suggests clutch damage, the repair scope expands to a partial rebuild. Pressure-test and inspect fluid BEFORE quoting a simple solenoid swap.

Vehicle-specific patterns: 2017+ Ford 10R80 (F-150, Mustang, Bronco, Expedition) is the most common P2730 platform — early-build 10R80s had documented lead-frame harness chafing that produced shorts-to-ground on the G channel, and Ford issued updated lead-frame parts and calibration in 2019-2020 model years. 2017+ GM 10L80/10L90 (Silverado, Tahoe, Camaro ZL1, Escalade) shares the 10-speed architecture and shows the same stuck-on pattern from internal harness wear at higher mileage. A handful of other modern automatics use a G-labeled solenoid (some Aisin AWR6B45 variants behind RWD applications, certain Mercedes 9G-Tronic 725 implementations) but field-service P2730 reports cluster heavily on the 10R80/10L80 platforms. Estimated repair: $500 to $4,000.