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Home / DTC / C1413 — Solenoid short circuit

C1413 — Solenoid short circuit

Detailed page for trouble code C1413.

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C1413

MITSUBISHI C — Chassis

Solenoid short circuit

Brand: MITSUBISHI
Type: C — Chassis
Views: UK: 7 EN: 13 RU: 12
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Solenoid coil internally shorted (low resistance or short to coil casing)
  • Damaged wiring harness (chafing, pinched, exposed conductor) causing short to ground or battery
  • Corroded or water-intruded connector causing low-resistance path
  • Shorted connector pins (solder splashes, bent pins) or poor terminal seating
  • Failed control module/driver transistor that is shorted
  • Blown/weak fuse or damaged relay related to the solenoid circuit

Symptoms

  • Malfunction indicator lamp or specific system warning (ABS/TC, AT, 4WD, etc.)
  • Associated system in limp or reduced functionality mode (e.g., no engage, abnormal shifting, loss of ABS)
  • Immediate or repeated tripping of related fuse
  • Burnt smell or visible heat/melt at wiring/connector in severe shorts
  • Stored DTC(s) and inability to activate the solenoid from a diagnostic tool

What to check

  • Retrieve all stored/related DTCs and freeze frame/live data with a capable scan tool
  • Visually inspect solenoid, connector, and wiring for heat damage, corrosion, or pin damage
  • Check fuses and relays for the circuit; replace if blown and monitor if it blows again
  • Measure solenoid coil resistance and compare with service specification
  • Backprobe the connector and confirm supply and driver voltages with activation command
  • Perform a wiggle test on harness while monitoring current or voltage to reproduce fault

Signal parameters

  • Supply voltage: nominal battery voltage ~12 V (engine off) or ~13.5–14.5 V (engine running); short to battery = stuck at ~12 V
  • Driver output: normally switched (ground or switched +) or PWM; expected switching between ~0 V and battery voltage when activated
  • Coil resistance: varies by application — typically in the range of 20–200 ohms; consult service manual. Very low (1 kΩ or OL) indicates open circuit
  • Activation current: depends on coil resistance and supply voltage; unusually high current indicates shorted coil or short to ground
  • PWM frequency/duty: if used, typically hundreds of Hz; check service data for exact values

Diagnostic algorithm

  1. Read fault codes, note freeze-frame and associated subsystem warnings. Check for related codes that narrow the subsystem (ABS, AT, 4WD, etc.).
  2. Perform a visual inspection of the solenoid, connector, and nearby harness. Look for melted insulation, corrosion, dirt/water ingress, or rodent damage.
  3. With ignition OFF, disconnect the solenoid connector and measure coil resistance across the solenoid terminals; compare to spec. If resistance indicates a short, replace the solenoid.
  4. Inspect connector pins for corrosion, continuity between pin and shell, and for short to ground/power using an ohmmeter. Repair or replace the connector as needed.
  5. With connector disconnected, check for short to battery or ground in the harness: measure resistance from the solenoid connector pin to vehicle ground and to battery positive. Low resistance indicates a short in the wiring.
  6. If harness checks good, reconnect and use a scan tool to command the solenoid while monitoring the module output voltage/current. If the module output is stuck or reads abnormal values, suspect control module driver failure.
  7. Perform a wiggle/stress test on the harness while commanding the solenoid to try to reproduce the fault; isolate the location of intermittent shorts.
  8. If needed, substitute a known-good solenoid or temporarily power the solenoid from a fused bench supply through an inline ammeter to confirm solenoid behavior (observe safe current limits).
  9. Repair wiring (splice, replace section, or replace connector) or replace solenoid as indicated. If module driver is suspected after isolating wiring and solenoid, refer to service procedures for ECU/ABS module repair or replacement.
  10. Clear codes and road/test as required. If the fault returns, re-check wiring and module outputs; escalate to module repair or replacement if wiring and solenoid are confirmed good.

Likely causes

  • Wiring short to ground at a harness chafe point near the solenoid
  • Corroded connector allowing current bypass (especially in wet areas)
  • Solenoid coil failure (internal short)
  • Faulty module output transistor/driver inside ECU
  • Blown fuse or shorted relay upstream of the solenoid

Fault status

⚠️ Status
C1413 — Solenoid circuit short detected. The control module reports excessive current/low resistance on the solenoid driver circuit. Inspect solenoid, harness, connector, fuses and module driver.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

C1414 C1415 C1258 C1234 P0700
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Code

C1413

Other C — Chassis

Traction Control Valve LF Circuit Short To Battery

Brand: Other
Type: C — Chassis
Views: UK: 13 EN: 15 RU: 16
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Solenoid coil internally shorted (low resistance or short to coil casing)
  • Damaged wiring harness (chafing, pinched, exposed conductor) causing short to ground or battery
  • Corroded or water-intruded connector causing low-resistance path
  • Shorted connector pins (solder splashes, bent pins) or poor terminal seating
  • Failed control module/driver transistor that is shorted
  • Blown/weak fuse or damaged relay related to the solenoid circuit

Symptoms

  • Malfunction indicator lamp or specific system warning (ABS/TC, AT, 4WD, etc.)
  • Associated system in limp or reduced functionality mode (e.g., no engage, abnormal shifting, loss of ABS)
  • Immediate or repeated tripping of related fuse
  • Burnt smell or visible heat/melt at wiring/connector in severe shorts
  • Stored DTC(s) and inability to activate the solenoid from a diagnostic tool

What to check

  • Retrieve all stored/related DTCs and freeze frame/live data with a capable scan tool
  • Visually inspect solenoid, connector, and wiring for heat damage, corrosion, or pin damage
  • Check fuses and relays for the circuit; replace if blown and monitor if it blows again
  • Measure solenoid coil resistance and compare with service specification
  • Backprobe the connector and confirm supply and driver voltages with activation command
  • Perform a wiggle test on harness while monitoring current or voltage to reproduce fault

Signal parameters

  • Supply voltage: nominal battery voltage ~12 V (engine off) or ~13.5–14.5 V (engine running); short to battery = stuck at ~12 V
  • Driver output: normally switched (ground or switched +) or PWM; expected switching between ~0 V and battery voltage when activated
  • Coil resistance: varies by application — typically in the range of 20–200 ohms; consult service manual. Very low (1 kΩ or OL) indicates open circuit
  • Activation current: depends on coil resistance and supply voltage; unusually high current indicates shorted coil or short to ground
  • PWM frequency/duty: if used, typically hundreds of Hz; check service data for exact values

Diagnostic algorithm

  1. Read fault codes, note freeze-frame and associated subsystem warnings. Check for related codes that narrow the subsystem (ABS, AT, 4WD, etc.).
  2. Perform a visual inspection of the solenoid, connector, and nearby harness. Look for melted insulation, corrosion, dirt/water ingress, or rodent damage.
  3. With ignition OFF, disconnect the solenoid connector and measure coil resistance across the solenoid terminals; compare to spec. If resistance indicates a short, replace the solenoid.
  4. Inspect connector pins for corrosion, continuity between pin and shell, and for short to ground/power using an ohmmeter. Repair or replace the connector as needed.
  5. With connector disconnected, check for short to battery or ground in the harness: measure resistance from the solenoid connector pin to vehicle ground and to battery positive. Low resistance indicates a short in the wiring.
  6. If harness checks good, reconnect and use a scan tool to command the solenoid while monitoring the module output voltage/current. If the module output is stuck or reads abnormal values, suspect control module driver failure.
  7. Perform a wiggle/stress test on the harness while commanding the solenoid to try to reproduce the fault; isolate the location of intermittent shorts.
  8. If needed, substitute a known-good solenoid or temporarily power the solenoid from a fused bench supply through an inline ammeter to confirm solenoid behavior (observe safe current limits).
  9. Repair wiring (splice, replace section, or replace connector) or replace solenoid as indicated. If module driver is suspected after isolating wiring and solenoid, refer to service procedures for ECU/ABS module repair or replacement.
  10. Clear codes and road/test as required. If the fault returns, re-check wiring and module outputs; escalate to module repair or replacement if wiring and solenoid are confirmed good.

Likely causes

  • Wiring short to ground at a harness chafe point near the solenoid
  • Corroded connector allowing current bypass (especially in wet areas)
  • Solenoid coil failure (internal short)
  • Faulty module output transistor/driver inside ECU
  • Blown fuse or shorted relay upstream of the solenoid

Fault status

⚠️ Status
C1413 — Solenoid circuit short detected. The control module reports excessive current/low resistance on the solenoid driver circuit. Inspect solenoid, harness, connector, fuses and module driver.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1-3 hours

Similar codes

C1414 C1415 C1258 C1234 P0700
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