4L70E Tcc Solenoid, new and ready to install. Fits the 4L70E. Ships fast from the USA.
When a 4L70E-equipped Silverado, Sierra, Tahoe, Yukon or Trailblazer SS starts shuddering at 40 to 60 mph, holds high RPM on the highway, or sets P0741, the converter clutch circuit is where to start. On these transmissions the TCC solenoid does not live on its own: it hangs off the internal wiring harness inside the pan. As pictured, this assembly is that harness with the TCC solenoid fitted, along with the other solenoids and the pressure switch manifold that plug into it. Check the photo against your pan before ordering, and ask us if you need the exact contents confirmed.
The 4L70E controls lockup with two parts. The on/off TCC solenoid, the black body with the snout in the photo, enables the apply circuit. A separate pulse-width-modulated solenoid then meters how hard the converter clutch applies. Since 1998, Sonnax notes, this family has used EC3 control, where the computer deliberately lets the clutch slip 20 to 40 RPM in many conditions rather than locking solid. So a scan tool showing a little slip is normal; a solenoid that never enables lockup, or slip that keeps climbing, is not.
Read commanded versus actual TCC slip on a scan tool at a steady 50 mph. If lockup is commanded and slip stays high, test the solenoid circuit for resistance through the case connector. An open or intermittent reading often traces to the harness itself; Sonnax lists retention tabs breaking off the harness connectors among its 4L70-E complaints, and Transmission Digest has documented an internal harness chafing against the reverse input drum. If the electrical side is good, the cause is hydraulic or in the converter. Our 4L70E common problems guide covers TCC slip and P0741, and the 3-4 clutch failure guide explains why a long-term slipping converter often travels with burnt 3-4 clutches.
This listing is not tied to one model year. The 4L70E was used from 2006 to 2013 in Chevrolet and GMC full-size trucks and SUVs, and the same family also ran as the 4L60E and 4L65E. Harness and solenoid connector styles changed over that span, so match the large case connector, the solenoid connectors and the number of components in the photo with what is in your pan. If anything looks different, send us your year and VIN. The 4L65E vs 4L70E guide explains what changed between versions, and every part we stock for the unit is on the 4L70E collection page.
If you are already in the pan for lockup trouble, a 4L70E shift kit addresses the pressure side, and a burnt pan calls for the 4L70E overhaul kit instead.
| Fits | 4L70E |
| Part type | Tcc Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
As pictured, it is the internal harness assembly with the TCC solenoid fitted, plus the other solenoids and the pressure switch manifold. If you need the exact contents confirmed before ordering, send us a message.
It is for the 4L70E used in 2006-2013 GM full-size trucks and SUVs. Connector styles changed over the years, so match the photo with your old harness or send us your year and VIN.
Probably not. EC3 control lets the converter slip about 20 to 40 RPM in normal operation. Slip that keeps rising, or lockup that never engages, is the problem worth chasing.
A new filter and pan gasket at minimum. If the fluid is burnt or the converter has been slipping for a long time, plan for clutch work and possibly a converter.
Dexron VI, per GM's owner manuals for 4L70E trucks. Check the level hot after the road test.
