Replaces every solenoid in a 2003-up GM 4L60E or 4L65E plus the pressure switch manifold and TCC harness, so a valve body refresh is done in one pass.
Building a 4L60E or 4L65E for a 2003-or-newer Silverado, Sierra, Avalanche, Tahoe, Yukon, Suburban, Express, Savana, Blazer or S10, or chasing a shift complaint a basic code reader could not pin down? This new master solenoid kit puts fresh parts on every electrical item that bolts to the valve body: shift solenoid A (1-2), shift solenoid B (2-3), the 3-2 downshift control solenoid, the EPC pressure control solenoid, the TCC PWM solenoid, the TCC on/off solenoid on its internal harness, and the pressure switch manifold. Every piece is new, and it is the most complete way to rule out the electrical side while the pan is already off.
The 4L65E is a heavier-duty version of the 4L60E with the same solenoid layout, so one set serves both. Think of the kit in three groups. The two shift solenoids decide the gear: their on/off pattern positions the 1-2 and 2-3 shift valves. The EPC and the two converter solenoids decide how the work gets done: EPC current sets line pressure and therefore shift firmness and clutch holding power, while the TCC on/off solenoid enables lockup and the PWM solenoid ramps the converter clutch in. The pressure switch manifold is the feedback piece. It holds a set of pressure switches that change state as oil reaches each range circuit, giving the computer a coded signal for where the shifter is. When one of its diaphragms leaks or a contact fails, the computer can misread the selected range and command the wrong shift schedule or pressure.
A scan tool that shows transmission data is the right tool here. Watch the range reading from the pressure switch manifold as you move the shifter through each position; if it lags, skips or reads the wrong range, the manifold is suspect. Command the shift solenoids and listen for each one to click, then check resistance at the case connector against the values in ATRA Bulletin 269. A sluggish shift solenoid can pass a resistance check and still set a code, as one Transmission Digest case on an S-10 showed, so a borderline solenoid is reason enough to replace the set. Our guide to shift solenoids A and B and codes P0753 and P0758 lays out the gear pattern, and the TCC solenoid and P0740 guide covers lockup faults. If everything electrical checks good, vacuum test the valve body before spending money.
This kit is listed for the 2003-up 4L60E and 4L65E under part number 4L60E 05, with cross-references including 24230298, 10478112, 10478120, 10478131, 24219581 and 24220158. Match carefully, because "2003-up" is wider than the hardware. GM revised the internal harness and pass-through connector in 2006 when the input speed sensor arrived, and from 2009 the 3-2 solenoid and the pressure switch manifold were eliminated in favor of an internal mode switch. In practice the closest fit is 2003-2005, a 2006-2008 unit needs a connector comparison against the TCC harness in this kit, and 2009-up transmissions do not use these parts. Pre-2003 harness and solenoid styles also differ. Compare your old parts to the photos or send us your year and VIN, and see every 4L60E part we stock.
| Fits | GM 4L60E, 4L65E (2003-up) |
| Includes | A and B shift solenoids, 3-2 downshift solenoid, EPC solenoid, PWM solenoid, TCC solenoid with harness, pressure switch manifold |
| Part number | 4L60E 05 |
| Cross-reference | 24230298, 10478112, 10478120, 10478131, 24219581, 24220158, 77995 |
| Weight | 2.53 lb |
| Condition | New |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. It is listed for both the 2003-up 4L60E and the 4L65E, which share the same solenoid layout and pressure switch manifold.
It is a common hidden failure. A leaking diaphragm or failed contact makes the computer misread the selected range, which shows up as odd shift timing or pressure. Since it comes off with the solenoids anyway, replacing it at the same time saves a second pan drop.
No. Starting in 2009 GM removed the 3-2 solenoid and the pressure switch manifold and used an internal mode switch, so these parts do not apply.
New. Every solenoid, the TCC harness and the pressure switch manifold in this kit are new parts.
Usually not. The solenoids and manifold come off with the valve body in place, but loosened valve body bolts must be torqued back to factory spec, and the TCC harness must be routed as it came out.
Refill with Dexron VI, clear codes, and reset the transmission adaptive pressures with a scan tool, then drive it through all gears so the computer relearns.
