Six-piece refurbished solenoid set for the GM 4L60E: EPC, both shift solenoids, TCC, TCC PWM and 3-2 control, so the whole valve body gets fresh electrics.
A Silverado, Sierra, Tahoe, Suburban or Yukon with a 4L60E that sticks in 2nd, shudders when the converter tries to lock, or sets a mix of P0748, P0753 and P0741 usually has more than one tired solenoid on its valve body. This refurbished set replaces six of them in one pan drop: the EPC pressure control solenoid, shift solenoids A and B, the TCC on/off solenoid, the TCC PWM solenoid and the 3-2 downshift control solenoid. Each unit is refurbished and tested, and the set carries a 3-month warranty from the supplier. It is the budget route for a high-mileage truck where new solenoids would cost more than the job justifies.
Most 4L60E kits stop at five solenoids. This one adds the TCC PWM solenoid used on later valve bodies. On those units the on/off TCC solenoid opens the apply circuit, and the PWM solenoid then ramps clutch apply pressure up gradually so lockup feels smooth instead of like a downshift. When the PWM unit wears, the typical complaint is a harsh lockup or a shudder right as it engages, and P1870 or P0741 can follow as the converter clutch slips. Valve bodies without a PWM bore have no place for the sixth solenoid, so check before ordering: look for two solenoids near the TCC circuit on your valve body, or match the connector in the photo.
Codes alone do not prove a solenoid has failed. Check battery and charging voltage, since low cranking voltage can set solenoid codes on start-up, then measure each solenoid at the case connector against the ATRA resistance chart. If the electrical checks pass and the symptom stays, the valve body bores may be worn; Sonnax recommends vacuum testing the 4L60E valve body rather than throwing parts at it, because bore wear is common in this family and causes the same TCC slip and pressure complaints. Our shift solenoid testing guide has the step-by-step, and the P0748 pressure control guide explains the EPC side.
This set is listed for the GM 4L60E without a year range in the title, which is why matching matters more than usual. The PWM-equipped valve body is a later design, so an early 1993-era unit without that bore will not use all six pieces. Pull your pan, photograph the solenoids in place and compare them with the product images, or send us your year and VIN and we will confirm. Year-specific kits, including new ones, are on the 4L60E parts page; the 7-piece master solenoid kit is the new-parts alternative for 1993-2008.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
They are used solenoids that have been cleaned, refurbished and tested before sale, and the set carries a 3-month warranty from the supplier. If you want new parts, see the 7-piece master solenoid kit.
Later 4L60E valve bodies use both an on/off TCC solenoid and a TCC PWM solenoid. Earlier ones have no PWM bore. Compare your valve body with the product photo or send us the year and VIN.
Yes, if a worn TCC or PWM solenoid is causing it. Shudder can also come from a worn TCC regulator bore or a damaged converter clutch, so check fluid condition and test the valve body if new solenoids do not cure it.
It replaces the parts behind P0748 (pressure control), P0751, P0753, P0756 and P0758 (shift solenoids), and the TCC side of P0741 and P1870, once wiring and voltage have been ruled out.
A new filter and pan gasket at minimum. Inspect the internal harness for cracked insulation, and replace the separator plate gaskets if the valve body comes off.
