Remanufactured, tested shift, TCC, PWM, 3-2 and EPC solenoids on an internal harness for 1993-2002 GM 4L60E and 4L65E valve bodies.
If your 1993-2002 Silverado, Sierra, Tahoe, Yukon, Blazer, Jimmy, Camaro, Firebird, Roadmaster wagon or Fleetwood is setting more than one 4L60E solenoid code, or the codes come and go with heat and road bumps, the fault is often the whole electrical package on the valve body rather than one part. This remanufactured kit replaces all of it in a single pan drop: shift solenoids A and B, the TCC solenoid, the TCC PWM solenoid, the 3-2 downshift solenoid, the EPC pressure control solenoid and the pressure switch manifold, all hung on a replacement internal wiring harness. Each piece is cleaned, inspected and bench tested before it is packed, and the kit carries OE references 24212327 and 10478120.
Unlike the 700-R4 it replaced, the 4L60E has no throttle valve cable and no governor. Every shift decision comes from the PCM through the hardware in this box. Shift solenoids A and B are simple on/off valves that work as a pair: both on for first, A off and B on for second, both off for third, A on and B off for fourth. The EPC solenoid is a variable-force unit that sets line pressure and therefore how firm each shift feels. The TCC and TCC PWM solenoids apply and modulate the converter clutch, and the 3-2 solenoid times the downshift when you step into the throttle to pass. The pressure switch manifold reports manual valve position back to the PCM so it knows which range you selected. Sonnax notes that all of these solenoids are fed from the AFL circuit at roughly 115 psi, and every one of them reaches the PCM through the single internal harness and case connector, which is why a tired harness can mimic several failed solenoids at once.
Start at the case connector, not the valve body. ATRA Technical Bulletin 583 documents a poor crimp on a terminal in circuit 1020 setting any combination of P0740, P0753, P0758, P0785 and P1860, which looks exactly like a handful of dead solenoids. Unplug the case connector and measure into the transmission side: ATRA bulletin 269 lists 20-40 ohms for each shift solenoid and 3.5-8.0 ohms for the pressure control solenoid. A reading out of range, or one that jumps when you flex the harness, points at this kit. If the electrical checks pass and you still have TCC slip or shift flare, worn valve body bores are the more likely cause on a high-mileage 4L60E, and new solenoids will not cure that. Our 4L60E shift solenoid symptoms and testing guide walks through the full electrical check, and the TCC solenoid and P0740 guide covers the lockup side.
The listing covers 1993-2002 4L60E applications in Chevy and GMC C/K trucks, Tahoe and Yukon, Blazer and Jimmy, Camaro and Firebird, the 1994-1996 Buick Roadmaster wagon and the 1993-1996 Cadillac Fleetwood, and it is also referenced for the 4L65E. GM revised the TCC, PWM and harness arrangement within these years and again for 2003, so read the ID tag on the case and compare your old harness connectors and solenoids to the photos before you order. If there is any doubt, send us your year and VIN and we will check it for you. Owners of 2003 and later units should browse the 4L60E parts collection for the late-style kits.
Drain and drop the pan, pull the filter, release the case connector and unplug the old harness from each solenoid. Remove the shift solenoid retaining clips, unbolt the EPC, 3-2 and TCC solenoids and the pressure switch manifold, and note which bolt came out of which hole. Wet every new O-ring with clean ATF so it seats without rolling or cutting, torque the bolts to the factory spec, and run the new harness along the original route so it stays clear of the filter neck. Fit a new filter and pan gasket, refill with Dexron VI, check the level hot with the engine running, then clear codes and drive it through all four gears with lockup. Burnt fluid shortens the life of fresh solenoids, so if the old fluid was dark, flush the cooler circuit or add a 4L60E transmission cooler while you are in there. If you want the filter and pan gasket in the same box, the 1993-2002 master solenoid kit with filter and gasket covers this year range.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. Every component in the kit, harness included, is remanufactured. Each piece is cleaned, inspected and bench tested before it ships, which keeps the full set well below the cost of new OE parts.
No. It is built for the 1993-2002 4L60E. GM changed the TCC, PWM and harness layout for 2003, so later trucks need a 2003-up kit from our 4L60E collection.
Normally no. With the pan and filter off, the solenoids, pressure switch manifold and internal harness are reachable on the underside of the valve body.
On a high-mileage unit it usually makes sense. The other solenoids and the harness are the same age, and replacing one part at a time often means dropping the pan again a few months later.
Refill with Dexron VI ATF and check the level hot. Clear the codes, reset transmission adapts if your scan tool supports it, and expect shift feel to settle over the first few drives.
