200-4R Solenoid Kit, new and ready to install. Fits the 200-4R. Ships fast from the USA.
If your Grand National, Monte Carlo, Cutlass, Caprice or other 1981-1990 GM car with the 200-4R cruises at highway speed with the tach sitting a few hundred rpm too high, never feels the light bump of converter lockup, or locks up and then drops out once the fluid is hot, the converter clutch circuit is where to look. This kit is the electrical end of that circuit: a new on/off lockup solenoid with its lead and connector, plus the two mounting studs, two nuts and the ground lead with ring terminal shown in the photo, so the solenoid goes in with fresh hardware instead of reused, oil-soaked pieces.
The 200-4R shifts hydraulically, using the governor and the TV cable, but its torque converter clutch is switched electrically. Sonnax groups GM converter clutch circuits into three families, and the 200-4R uses the oldest and simplest: one on/off solenoid with no pulse-width control. With the solenoid off, signal oil exhausts and the converter stays unlocked. When the vehicle's lockup control completes the circuit, the solenoid closes its exhaust, signal pressure builds, and the TCC apply valve in the pump strokes to apply the converter clutch. There is no ramp or slip control; the clutch is either released or fully applied, which is why a weak solenoid or a leaking exhaust seat shows up as a lockup that comes and goes.
Start at the case connector on the driver side. B&M's 200-4R troubleshooting list for no converter clutch apply puts wiring first: no voltage reaching the solenoid, a harness plug not fully seated, connectors on the wrong pressure switches, and pinched wires shorted to ground. With voltage confirmed, a solenoid that clicks but still gives no lockup points at the hydraulics. Sonnax documents wear in the TCC apply valve bore in the pump causing no lockup, lockup that falls out hot, fluid blown out of the fill tube, and lockup right after second gear, and once the bore leaks badly enough the solenoid has no control over the valve at all. Our 200-4R pump failure guide covers that side, and 200-4R common problems and fixes walks through the TV cable and boost valve issues that often travel with it.
Built for the GM 200-4R used from 1981 to 1990 in rear-wheel-drive Buick, Chevrolet, Oldsmobile and Pontiac cars. GM changed connectors, switch arrangements and control strategy over that run, from carbureted cars with simple switch-controlled lockup to fuel-injected cars run by the engine computer, so compare the connector and terminal count on your old solenoid and harness with the photo before ordering, or send us your year, model and VIN. If you want the solenoid alone, we also list a separate 200-4R TCC solenoid. The complete parts lineup is on the 200-4R parts page.
Rebuilding the whole unit instead? The 1981-90 200-4R overhaul kit covers the seals and frictions.
| Fits | 200-4R |
| Part type | Solenoid Kit |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
As pictured: the lockup solenoid with its wire lead and connector, two mounting studs, two nuts and a ground lead with a ring terminal. It does not include a filter, gasket or fluid.
No. The 200-4R shifts hydraulically through the governor and the TV cable. Its only solenoid controls torque converter lockup.
Check voltage at the case connector with the conditions for lockup met. No voltage is a wiring or switch problem. Voltage present with a clicking solenoid but no lockup usually means a worn TCC apply valve bore in the pump.
It is not recommended. B&M states GM four speeds should stay in lockup in fourth gear because of the higher chance of overheating the converter otherwise.
Dexron ATF. A licensed Dexron VI fluid is back-serviceable into older Dexron-II and Dexron-III transmissions like the 200-4R.
It is made for the 200-4R family, but connectors and lockup control changed over the years. Match your old solenoid's connector and terminal count to the photo, or send us your year and VIN to check.
