4L30E Pressure Control Solenoid 1991-2003, new and ready to install. Fits the 4L30E. Ships fast from the USA.
If you drive a 1991-2003 Isuzu Trooper or Rodeo, Honda Passport, Acura SLX, Cadillac Catera, or an older BMW 3 or 5 Series automatic, and the transmission has started banging into gear, shifting soft and late, or dropping into a fixed-gear backup mode with a light on, the pressure control solenoid is one of the first parts worth testing. This is a new 4L30E pressure control solenoid, the cylindrical force motor with two spade terminals and a spool valve on the nose, as shown in the photo. The listing references GM number 24203101.
The 4L30E was built by GM at its Strasbourg, France plant and sold to several automakers, so the same small rear-drive four-speed sits behind both a BMW inline-six and an Isuzu V6. It has no throttle cable and no governor. The transmission control module decides every shift by switching the on-off shift solenoids, and it decides how hard each shift is by changing the current it sends to this force motor. The force motor is a variable solenoid: more or less current moves its spool, which changes the signal that the pressure regulator works against, and that sets line pressure for every clutch and band in the unit. When the coil weakens, the spool sticks, or its inlet screen plugs with debris, line pressure stops following the computer. Too little pressure gives slipping and flares; too much gives harsh engagements and firm, banging shifts.
Start with the fluid. Burnt fluid with friction material in the pan means clutch or band damage that a solenoid will not fix. Then pull codes and measure the force motor circuit at the transmission connector for resistance and for shorts to ground, using our multimeter solenoid test guide. A good coil can still have a stuck spool, so the best proof is a gauge on the line pressure tap while the commanded pressure changes; our line pressure guide walks through it. If pressure is correct but the 2-3 shift still flares, the valve body bores are the more likely cause.
This solenoid is listed for the 4L30E from 1991 through 2003. That covers the Isuzu Trooper, Rodeo and Amigo, Honda Passport, Acura SLX, Cadillac Catera, Opel Omega, and the BMW 3 and 5 Series cars that used the 4L30E. GM and its partners changed several parts across this run, including the 2000-up converter clutch and pump on the Trooper and BMW, and the BMW units use a different control system and connector routing than the Isuzu and Honda units. Compare the body shape, terminals and nose of your old force motor with the photo before you install it, or send us your year and VIN and we will check it. If testing shows worn bores instead, the new 1991-2004 4L30E valve body covers the same years.
| Fits | 4L30E 1991-2003 |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | GM |
| Reference | 24203101 |
| Ships | From the USA |
| Warranty | 1-year |
It is listed for the 4L30E from 1991 to 2003, which was used in both. The force motor itself is shared by the transmission design, but wiring and some internals differ between BMW and Isuzu, Honda and Cadillac versions. Compare your old part to the photo, or send your year and VIN and we will confirm.
Usually a hard bang into drive or reverse and firm shifts when line pressure runs high, or soft, flared shifts when it runs low. A stuck spool can also put the transmission in a backup gear with the warning light on.
Yes. Measure resistance at the transmission connector and check for a short to ground, then confirm with a line pressure gauge. Correct resistance does not rule out a sticking spool, which is why the pressure test matters.
At minimum the filter and pan gasket. If the shift and converter clutch solenoids are original and the mileage is high, replacing them in the same job saves dropping the pan again.
GM-spec Dexron automatic transmission fluid in most applications, but the exact revision changed over the years and BMW lists its own approved fluid. Use what your owner's manual specifies.
Clear any stored codes and road test it. The transmission will settle its shift feel over normal driving; there is no special coding step for the force motor itself.
