10L80 Pressure Control Solenoid, new and ready to install. Fits the 10L80. Ships fast from the USA.
This is the line pressure control solenoid for the GM 10L80 and 10L60 ten-speed automatic, the single solenoid in the valve body that tells the pump circuit how much main pressure to build. It is a new replacement with the blue connector, and it is the part people are hunting for when a 2017-up Silverado, Sierra, Tahoe, Suburban, Yukon or Escalade starts banging into gear one day and flaring between shifts the next, or when a scan tool shows a pressure control code. Many shoppers search for it as an EPC solenoid, the Ford and older GM name for the same job.
The 10L80 valve body carries eight electronic solenoids. Six are linear solenoids that push small pintles against the clutch control valves to time each shift. Two are variable force solenoids: one runs the converter clutch, and this one, solenoid 7, controls line pressure. It is a normally high design, which means that with no current from the control module it lets pressure go to maximum. The module lowers pressure by sending more current. That fail-safe is why a dead circuit usually produces hard, firm engagements rather than a transmission that will not move.
Line pressure is the supply every clutch apply is built from, so when this signal is wrong, every gear feels it. Too little pressure lets clutches slip and burn; too much makes every shift harsh.
Check codes first. An electrical code that follows the solenoid circuit is a strong case for this part. Then look at the other side: on these transmissions the solenoid itself is rarely the root cause. Worn retainer clips, a worn main pressure regulator valve bore, LPC signal damper wear and, on later valve bodies, the feed limit low valve all mimic a bad solenoid. A line pressure gauge reading compared with commanded pressure tells you whether the command or the hydraulics are at fault. Our 10L80 pressure control solenoid symptoms guide walks through each failure, and the 10L80 valve body testing guide covers the bore wear checks.
This solenoid is listed for the GM 10L80 and 10L60 ten-speed. The 10L80 went into 2017-up Silverado and Sierra pickups, Tahoe, Suburban, Yukon and Escalade. The 10L90 shares the solenoid layout in heavier applications, but confirm before ordering. GM revised the valve body in late 2019, and connector and calibration details can change between revisions, so match the blue connector and body shape to the solenoid you pull out, or send us your year and VIN and we will check it. Browse every part we carry for this unit on the 10L80 parts page.
If the bench shows wear beyond one solenoid, the 10L90 solenoid kit replaces the set at once, and a high-mileage unit with burnt clutches is usually better served by the 10L80 overhaul kit. For bench testing a valve body off the truck, the T87A TCM bench harness lets you power the module on the bench.
| Fits | 10L80 |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes in function. EPC is the Ford and older GM term. On the 10L80 GM calls it the line pressure control solenoid, solenoid 7 in the valve body, and it does the same job of commanding main line pressure.
Sometimes, but often not. On 2020 and later valve bodies P0747 is commonly caused by a worn feed limit low valve bore that starves the solenoid feed. Test line pressure and inspect that bore before buying any solenoid.
No. The pan, filter and valve body come out with the transmission in the vehicle. Budget for a new filter, pan gasket and DEXRON ULV fluid.
Yes. Reset the transmission adaptive values and run the relearn with a scan tool that supports it. Skipping it leaves the module using old pressure adaptations and the shifts may stay harsh or soft.
Compare the blue connector and body shape to the solenoid you remove. If you are unsure, send us your year and VIN before ordering and we will confirm it.
