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Home / DTC / P1839 — DCC/Lock up solenoid short

P1839 — DCC/Lock up solenoid short

Detailed page for trouble code P1839.

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Code

P1839

MITSUBISHI P — Powertrain

DCC/Lock up solenoid short

Brand: MITSUBISHI
Type: P — Powertrain
AI status
Completed
ready
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Page language: EN

Causes

  • Short to ground in the lock-up solenoid wiring
  • Short to battery/ignition power in the solenoid circuit
  • Failed lock-up (DCC) solenoid with internal short
  • Corroded or damaged connector terminals
  • Chafed wiring harness contacting chassis or other conductors
  • Faulty PCM / transmission control module output (rare)

Symptoms

  • Check Engine / MIL illuminated
  • Transmission may fail to lock torque converter (poor highway fuel economy)
  • Harsh or delayed shifts, flares during deceleration/acceleration
  • Transmission limp mode or default shift strategy
  • Possible inability to hold converter lock-up at cruising speeds

What to check

  • Verify stored freeze frame and related transmission codes with a scan tool
  • Visually inspect solenoid connector and wiring for corrosion, damage, or pin push-out
  • Back-probe solenoid connector and check for short to ground/power with key ON (engine OFF)
  • Measure solenoid coil resistance at connector with harness disconnected
  • Wiggle test wiring while monitoring voltage/resistance and scan data for changes
  • Check fuses and transmission grounds related to control circuits

Signal parameters

  • Solenoid coil resistance: typically low ohms (example range 5–40 Ω depending on model) — confirm factory spec
  • Connector supply voltage: battery voltage present with key ON (solenoid supply/relay circuit)
  • Control signal: pulsed/duty-cycle drive from PCM (0–12 V switching) when engaging lock-up
  • Short condition: near 0 Ω to ground or constant battery voltage at control pin indicates short to ground or power

Diagnostic algorithm

  1. Retrieve all transmission-related codes and freeze frame data; record conditions when P1839 set.
  2. Clear codes, road test to attempt to re-create the fault while monitoring lock-up solenoid command and feedback using a scan tool.
  3. With ignition OFF, disconnect the lock-up solenoid connector and inspect terminals for corrosion, melted plastic, or bent pins.
  4. Measure coil resistance across solenoid terminals at the harness side and at the solenoid side. Compare to factory spec. Very low/near 0 Ω suggests internal short.
  5. With harness disconnected, check for short to ground or battery on control and supply wires (ohmmeter/voltmeter). Repair wiring if shorted.
  6. Back-probe with key ON and command solenoid with scan tool while monitoring voltage. Look for proper switching and absence of shorted state.
  7. If wiring and connector check good but problem persists, trace continuity from PCM to solenoid connector. Inspect for chafing where harness passes engine/transmission.
  8. If wiring/solenoid confirmed good, consider PCM/transmission control module output fault — confirm with scope or substitute module where practical.
  9. After repairs or replacement (solenoid, connector, harness, or module), clear codes and verify proper operation on road test.

Likely causes

  • Damaged wiring harness at transmission shift linkage or bellhousing
  • Corroded/loose solenoid connector pins allowing intermittent short
  • Solenoid coil internally shorted (lower-than-spec resistance)
  • Connector pushed into gearbox causing terminal damage
  • PCM output transistor failed shorted (less common)

Fault status

⚠️ Status
MIL ON — DTC P1839 stored: DCC / Lock-up solenoid circuit short detected (check solenoid, wiring, connectors, and control module).
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1–3 hours

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406

Browse 406 MITSUBISHI manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

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