All five 4L60E valve body solenoids plus a new pressure switch manifold for 2003-up GM trucks: shift A and B, 3-2, EPC and TCC PWM.
If your 2003-or-newer Silverado, Sierra, Tahoe, Yukon or Suburban 1500 has a 4L60E that refuses to leave second, slams into gear, will not lock the converter, or shows a gear on the dash that does not match the shifter, the fault is very often electrical and lives under the pan. This kit covers every solenoid on the late valve body plus the pressure switch manifold, so one service handles the whole electrical side of the unit at once: shift solenoid A (1-2/3-4), shift solenoid B (2-3), the 3-2 downshift solenoid, the EPC pressure control solenoid, the TCC PWM solenoid and a new PSM.
The 4L60E has no throttle valve cable or governor deciding shifts the way the old 700R4 did. The PCM picks every gear by switching the A and B solenoids on and off, sets line pressure through the EPC solenoid, pulses the TCC PWM solenoid to apply the converter clutch smoothly, and fires the 3-2 solenoid to control how quickly the 2-4 band comes on during kickdowns. If any one of those valves sticks or its coil drifts, the computer asks for a shift the hydraulics cannot carry out.
The pressure switch manifold is the part most people forget. It is a block of pressure switches bolted to the valve body that tells the PCM which range the manual valve is in. When a diaphragm inside it leaks or a contact corrodes, the PCM can believe the truck is in the wrong range and command the wrong pressure or shift schedule, even with five healthy solenoids. Replacing it in the same pan drop removes that variable.
Do not buy parts off one code. First check the case connector and its pins for oil wicking or green corrosion, then measure each circuit at the case. ATRA's resistance bulletin lists 20 to 40 ohms for the shift solenoids and 3.5 to 8.0 ohms for the pressure control solenoid. A good reading is not the end of it: Transmission Digest documented a 2001 S-10 that set P0758 with a solenoid that measured in spec but was slow to respond, which only showed up as wrong gear ratios on the road. With a scan tool, run the shifter through every range at idle and watch the range parameter for gaps that point at the PSM. Our 4L60E shift solenoid testing guide walks through each step, and the P0748 pressure control guide covers the EPC side.
If the electrical checks are clean and the complaint is a TCC slip code or a firm bind, suspect worn valve body bores instead. New solenoids will not seal a worn bore.
This kit is listed for GM 4L60E units built for 2003 and later, and the same generation of 4L65E and 4L70E. GM changed solenoid connectors over the 4L60E production run, so the earlier 1993-2002 parts will not plug into this valve body and these will not fit an early one. Before you order, compare the connector shapes and the PSM to the photos and to what is on your valve body, or send us your year and VIN and we will check it. You can see every part for this transmission on our 4L60E parts page.
| Includes | Shift solenoid A, shift solenoid B, 3-2 downshift solenoid, EPC solenoid, TCC PWM solenoid, pressure switch manifold |
| Fits | GM 4L60E 2003-up; also 4L65E/4L70E of the same generation |
| Shipping weight | About 1.7 lb |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This kit is for 2003 and later 4L60E, 4L65E and 4L70E valve bodies. The 1993-2002 units use different solenoid connectors. Send us your year and VIN if you are unsure which generation you have.
Not always, but it is already exposed when the solenoids come out and it has the same miles on it. A leaking manifold causes range and pressure complaints that look like solenoid faults, so replacing it now saves a second pan drop.
No. It includes the TCC PWM solenoid. On these units the on/off TCC enable solenoid is part of the internal wiring harness, which is sold separately in our kits that include a harness.
Use Dexron VI ATF, the current GM service fluid for the 4L60E. Refill what drained, then check the level hot with the engine idling in park.
Yes, it is strongly recommended. Clear codes and reset the transmission adaptive pressure values with a scan tool, then drive through several light-throttle upshifts so the PCM learns the new EPC solenoid.
