Replacement solenoid set for 2003-and-later GM 4L60E, 4L65E and 4L70E valve bodies: shift A and B, 3-2 downshift, EPC and TCC PWM solenoids.
If your 2003-or-newer Silverado, Sierra, Tahoe, Yukon, Suburban, Avalanche or other 4L60E-equipped GM truck is holding second gear, slamming into drive, or never locking the converter on the highway, the trouble is very often on the electrical side of the valve body. This kit puts five brand-new aftermarket solenoids in one box for late-style 4L60E, 4L65E and 4L70E units: shift solenoid A, shift solenoid B, the 3-2 downshift control solenoid, the EPC (pressure control) solenoid and the TCC PWM solenoid.
The 4L60E has no shift linkage to the valve body beyond the manual valve. Every upshift and downshift is a decision the computer makes and then carries out by switching two on/off shift solenoids. ATRA's solenoid charts list the 4L60E as a two-solenoid unit: A and B both on for first, A off and B on for second, both off for third, and A on with B off for fourth. Line pressure is a separate job handled by the EPC solenoid, which the computer varies by current to raise or lower pressure for shift feel. The 3-2 solenoid times the release of the 3-4 clutch against the apply of the 2-4 band on downshifts, and the TCC PWM solenoid ramps converter clutch apply instead of banging it on. All of them are fed from the actuator feed limit (AFL) circuit, which Sonnax puts at roughly 115 psi in this family.
Keep in mind that P0741 on a 4L60E is frequently valve body bore wear rather than the TCC solenoid itself, so a new solenoid alone may not cure it.
Check the electrical path first. Unplug the case connector and measure each solenoid through the pins; ATRA lists shift solenoid A and B at 20-40 ohms and the pressure control solenoid at 3.5-8.0 ohms, while a Transmission Digest case study used the GM chart figure of 19-31 ohms for the shift solenoids. A reading in range does not prove a solenoid is healthy, because a sticky plunger can still respond slowly, which is exactly what that article tracked down on an S-10. Also inspect the harness and terminals, since ATRA has documented poor crimps setting the same codes as a dead solenoid. Our shift solenoid A and B code guide walks through the full test sequence.
This set is listed for GM 4L60E, 4L65E and 4L70E transmissions from 2003 and later with DIN-style connectors. GM changed the connectors and pressure switch arrangement around the 2003 model year, and mid-year changeover trucks exist, so pull the pan and compare your old solenoids with the photos before ordering, or send us your year and VIN and we will confirm it. Trucks built 1993-2002 need an early-style set such as the 4L60E solenoid kit for 1993-2002. Browse every part for this transmission on our 4L60E parts page.
If codes return with good solenoids and good wiring, the valve body itself is the next suspect; a vacuum test of the bores will tell you whether worn bores are bleeding off the pressure these solenoids control. If they are, a remanufactured 2003-2006 valve body is usually the faster fix than reaming bores at home.
| Transmission | GM 4L60E, 4L65E, 4L70E (2003 and later) |
| Includes | Shift solenoid A, shift solenoid B, 3-2 downshift solenoid, EPC solenoid, TCC PWM solenoid |
| Connector type | DIN |
| Weight | 1.7 lb |
| Condition | New aftermarket |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This set is for 2003-and-later units with the late connector layout. A 2002 truck needs the early 1993-2002 style solenoids. If your truck was built near the 2003 changeover, compare the connectors on your old solenoids or send us your VIN before ordering.
Five new aftermarket solenoids: shift solenoid A, shift solenoid B, the 3-2 downshift control solenoid, the EPC pressure control solenoid and the TCC PWM solenoid. The pressure switch manifold, filter and harness are not included.
Usually not. With the pan and filter off, the shift solenoids, 3-2 solenoid, EPC and TCC PWM solenoids can be reached and replaced with the valve body in place. Pulling the valve body is only needed if you are also cleaning or repairing the bores.
Dexron VI. It is the current GM specification for the 4L60E family and is backward compatible with trucks originally filled with Dexron III.
Clear the codes and run the shift adapt relearn if your scan tool offers it. Without it the computer keeps its old adapted pressures, and shifts can feel firm or uneven until it relearns over normal driving.
Recheck the case connector and internal harness for poor terminal contact, then look at the valve body. Worn bores in the 4L60E valve body can leak off solenoid-controlled pressure and set the same codes, especially P0741.
