All five electrical solenoids for a 2003-up GM 4L60E, 4L65E or 4L70E valve body: EPC, TCC PWM, both shift solenoids and the 3-2 control.
This is the five-solenoid set for the late-style GM 4L60E valve body, built for 2003-and-newer units and also listed for the 4L65E and 4L70E. It is the kit people land on after a scan tool shows P0748, P0751, P0756, P0742 or P0785 on a Silverado 1500, Sierra 1500, Tahoe, Yukon or Suburban, or when a high-mileage truck starts flaring one shift and banging the next. Each solenoid replaces a specific GM part number, which makes it easy to check against what is already in your pan: 24248893 for the EPC, 24227792 for the TCC PWM, 24230298 for the 1-2 and 2-3 shift solenoids, and 24212327 for the 3-2 downshift control.
The 4L60E computer never touches a shift valve directly. It switches the two shift solenoids in combinations to stroke the 1-2 and 2-3 shift valves, varies current to the EPC solenoid to set line pressure, pulses the PWM solenoid to ramp the converter clutch on smoothly, and uses the 3-2 solenoid to time how the 3-4 clutch lets go while the 2-4 band applies on a kickdown. If any one of those five is slow or weak, the computer commands an event the hydraulics cannot follow, and you feel it as a bad shift or see it as a code. Because all five live in the same fluid on the same valve body, they age together.
Rule out wiring first. ATRA Technical Bulletin 583 traced no-shift complaints and a whole group of solenoid codes on these units to one poorly crimped terminal on a shared feed circuit, and ATRA bulletin 1244 lists wiring as the likely cause when limp mode arrives with several codes together. Inspect the case connector and the internal harness while the pan is down; a burnt or cracked connector throws the same codes as a dead solenoid. If the electrical side checks good and the complaint is TCC slip or P0741, remember that valve body bore wear is common in this family, and Sonnax recommends vacuum testing the bores instead of guessing. Our 4L60E shift solenoid testing guide walks through resistance checks, and the P0748 pressure control guide covers the EPC side in detail.
The listing covers GM 4L60E, 4L65E and 4L70E transmissions built 2003 and later. Early 1993-2002 units use a different shift solenoid connector, so this set will not plug into them; those trucks need a set like our 1993-2002 five-piece solenoid kit. Build year is not always model year, so compare the part numbers and connector shape on your old solenoids before ordering, or send us the year and VIN and we will check it. You can browse everything else for this transmission on the 4L60E parts page.
If the original pan is bent or the drain plug is stripped, a finned aluminum 4L60E pan with drain plug makes the next service a lot cleaner. If the fluid came out burnt with clutch material in it, solenoids will not save the unit, and an ATSG 4L60E repair manual is worth having before you plan a rebuild.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This set is for 2003-and-later 4L60E, 4L65E and 4L70E units. 1993-2002 transmissions use a different shift solenoid connector. Check the build date on the transmission and the connectors on your old solenoids, or send us the year and VIN.
The listing cross-references 24248893 for the EPC solenoid, 24227792 for the TCC PWM solenoid, 24230298 for the 1-2 and 2-3 shift solenoids, and 24212327 for the 3-2 downshift control solenoid.
They share the same fluid, heat and mileage, and the labor for any one of them is the same pan drop. Doing all five at once means one filter, one gasket and one refill instead of repeating the job when the next solenoid gets weak.
Sometimes, but not always. On this transmission family P0741 is often caused by worn valve body bores letting converter apply pressure bleed off. If the code returns with new solenoids, have the valve body vacuum tested.
Dexron VI ATF. Refill, then check the level hot with the engine running in park.
Clear the codes and drive normally through all four gears so the computer can adapt shift timing. If your scan tool supports a transmission adapt reset, run it first for a faster settle-in.
