4R44E Solenoid Kit, remanufactured and ready to install. Fits the 4R44E. Ships fast from the USA.
This remanufactured 4R44E solenoid kit is for the Ranger or Mazda B-Series owner whose four-speed automatic has started acting up electrically: no fourth gear, a hard bang into drive, the converter never locking up, or a truck stuck in one gear until the key is cycled. It is pictured as a six-piece set, with four on/off shift solenoids and the two larger screened solenoids that handle line pressure and lockup. Rebuilt solenoids cost less than new and make sense on an older work truck, as long as testing points to the coils and not the valve body.
The 4R44E was built from Ford's older A4LD layout with full computer control added, and it uses a valve body shared with the 4R55E, 5R44E and 5R55E. The small shift solenoids are simply on or off, and the PCM combines them to place the shift valves for each gear and to control the coast clutch, which is what gives engine braking in manual low. The two screened solenoids are variable. One sends a signal to the boost valve so line pressure rises with throttle. The other feeds the converter clutch circuit. The small filter screens on those two are there for a reason: debris that gets past them sticks the valve inside, and the pressure goes wrong.
Pull the pan and look at the solenoid screens and the filter. Clutch material or metal in the screens means the problem is bigger than solenoids. Next, look inside the case connector for fluid that has wicked through the pins. After that, measure each solenoid at the connector and compare the readings to the service manual; a coil that changes value as it heats up is a common cause of codes that only show up hot. Finally, if the pressure solenoid tests good but shifts are still soft or harsh, put a gauge on the line pressure tap. Our line pressure checking guide covers the hookup and what normal readings look like. Sonnax ties several of the same complaints to wear in the solenoid regulator and coast clutch valve bores, so pressure numbers matter.
This listing does not carry a year range, so treat it the way a shop would: confirm the transmission on the case tag reads 4R44E, then lay your old solenoids next to these and match each body, bracket, O-ring and connector before anything goes in. Early trucks are where the differences show up. For a 1995 we stock a 1995-specific 4R44E solenoid kit, and if you would rather have new parts with a stated year range there is the new 1997-2011 4R44E solenoid kit. Send us the year and VIN if you want us to confirm it for you. You can see everything else for this family on the 5R55 and 4R44E collection page.
| Fits | 4R44E |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
This one is remanufactured and has no year range on the listing, so you match it to your old parts. The new kit is listed for 1997-2011 and costs a little more.
Six are pictured: four on/off shift solenoids and two screened solenoids for line pressure and converter lockup.
Solenoid coil resistance changes with heat, and a failing coil often drifts out of range only when hot. Wear in the valve body can also cause no third or no fourth when hot, so measure the coils warm before deciding.
If a shift solenoid has failed, yes. Sonnax also lists coast clutch valve wear as a cause of no fourth on the 4R44E, so test the solenoids before buying.
Mercon V. Check the level hot with the engine running after the install, then clear codes and drive through every gear.
