4L65E Clutch Module 1997, new and ready to install. Fits the 4L65E. Ships fast from the USA.
A 5.3L or 6.0L Silverado, Sierra, Tahoe, Yukon or Avalanche that will not lock the converter at highway speed, shudders as lockup tries to come in, or runs the fluid hot on a long pull usually has a torque converter clutch control problem, not a bad clutch pack. Although this listing sits under the clutch module name in our catalog, the part itself is a new General Motors TCC pulse-width-modulated (PWM) solenoid. The listing gives GM part number 24227747, OE number 24214974, and interchange references 24212690, 24227792, 74418E, D74418E, D77926 and 77942. It is sold as the solenoid alone.
GM changed how the 4L60E family applies the converter clutch during the 1990s. Earlier units simply switched the clutch on or off. Later units added a PWM solenoid so the computer could ramp apply pressure in, and Sonnax catalogs separate TCC solenoid snout kits for '96-earlier units and for '97-later PWM units. This solenoid belongs to that 1997-and-later PWM design. The 4L65E itself arrived for 2001 in the heavy-duty GM trucks, so every 4L65E uses the later layout, and the same solenoid is listed for 1997-2011 4L60E applications as well.
When the truck is warm, in a high gear and at steady throttle, the computer pulses current to this solenoid. The solenoid bleeds a controlled signal to the converter clutch apply and regulator valves, and they build apply pressure gradually instead of slamming the clutch on. That controlled slip is what keeps lockup smooth on a heavy truck. If the solenoid sticks, leaks internally or loses its coil, the converter clutch either never applies, applies harshly, or slips, and a slipping converter clutch makes heat that cooks the fluid and the clutches downstream.
A worn valve body bore can look exactly like a bad solenoid. Sonnax traces P1870 and overheated converters to wear in the TCC regulator and isolator valve bores, where apply oil leaks to exhaust no matter what the solenoid commands. Read the TCC commanded duty cycle and actual slip with a scan tool, check the solenoid circuit and connector, and only then condemn the part. Our 4L65E common problems guide walks through the TCC regulator wear issue, and the solenoid symptoms guide covers electrical testing.
The listing covers 1997-2011 GM rear-drive 4L60E and 4L65E applications, and also names several front-drive GM units. On a 4L65E that means the 2001-and-later trucks and SUVs built with it. Valve body and harness revisions changed connectors over the years, so compare the solenoid shape, snout and connector with the one you remove, or send us your year and VIN before ordering. Everything we stock for this unit is in the 4L65E parts collection.
If the connector is brittle or more than one solenoid code is stored, replace the internal wiring harness at the same time. If scan data still shows slip with a good solenoid, the bores are worn and a replacement valve body is the lasting repair.
| Fits | 4L65E 1997 |
| Part type | Clutch Module |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is a solenoid. The part is a new GM torque converter clutch PWM solenoid, part number 24227747. It does not include friction plates.
Every 4L65E was built after 1997, so it uses the later PWM converter clutch design this solenoid belongs to. Still compare the snout and connector with your old solenoid, or send us your year and VIN.
Converter clutch performance codes such as P0741 are common, and slip codes P0894 or P1870 can appear. Those slip codes are also caused by worn TCC regulator and isolator bores, so test before replacing.
Yes. It is serviced through the pan. Drain the fluid, remove the pan and filter, unplug the harness and swap the solenoid.
Use Dexron VI, the fluid GM specifies for the 4L65E, and set the level with the transmission at operating temperature.
