4R55E Pressure Control Solenoid 1997-2011, new and ready to install. Fits the 4R55E. Ships fast from the USA.
Owners of a 4.0L Ford Explorer, Ranger or Mazda B4000 with the four-speed 4R55E usually find this page after the truck starts slamming into Drive, flaring on the 1-2 or 2-3, or setting a pressure control code. This is a new electronic pressure control (EPC) solenoid with a black coil body, a two-blade connector, a slotted mounting tab and a screened nose. The 1997-2011 range in the title is the production run of this solenoid design, not the run of the 4R55E itself, and that matters when you order.
The 4R55E was a short-lived unit. Ford launched the 4R44E/4R55E family for the 1995 model year, and Sonnax notes the heavier 4R55E arrived with the 4.0L in 1996. During the 1997 model year Ford turned the same case into the five-speed 5R55E by using the front servo for an overdriven first and fifth. The valve body kept the same basic EPC circuit, so the pressure control solenoid continued in the 5R55E and 5R44E for years afterward. Buying a 1997-2011 production solenoid for a 1995-1996 4R55E is normal; what you are getting is the later-built version of the same plug-in part.
There is no throttle cable or vacuum modulator on this transmission. The PCM sends a varying current to the EPC solenoid, and the solenoid output feeds the boost valve and an engagement control valve that Sonnax describes as acting like a booster: as EPC output rises, the valve opens to line pressure and raises it further. Line pressure then feeds every band and clutch and the converter clutch regulator. The circuit is designed so that losing the electrical signal drives pressure high, which protects the bands but makes every shift harsh.
Pull codes and check fluid level and smell first. Unplug the case connector and look for ATF in the terminals, then measure the EPC circuit resistance; the multimeter solenoid test walks through it. The deciding test is a gauge on the line pressure tap while a scan tool commands EPC up and down, covered in our line pressure guide. If pressure follows the command, the solenoid is working and the leak is in the valve body. Sonnax describes a shop trick for that: an old EPC solenoid with the coil and valve removed becomes an air adapter, and 50-70 psi of air into the circuit shows exactly where EPC oil is escaping.
This listing is for the 4R55E in 1995-1996 4.0L Explorer and Ranger trucks and their Mazda B4000 twins, and the same design served the 5R55E and 5R44E through 2011. Several valve body, plate and solenoid revisions happened in that span, so compare the tab shape, the connector and the nose screen to your old part, or send us your year and VIN and we will check it. It is not used in the 2002-up 5R55W or 5R55S, which have a solenoid body instead. Everything else for this family is on our 5R55 transmission parts page.
If the other solenoids are original, the six-piece 4R55E solenoid kit replaces them together. If the air test finds worn bores, the Sonnax 4R44E/5R55E Zip Kit repairs the circuits a new solenoid cannot. For lockup complaints, see the matching TCC solenoid.
| Fits | 4R55E 1997-2011 |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
The 4R55E was only built for the 1995-1996 model years, but its EPC solenoid design carried into the 5R55E and 5R44E through 2011. The dates describe the solenoid's production run. Match the tab, connector and screen to your old one, or send us your year and VIN.
If the code is from an open or failed solenoid coil and the wiring and connector test good, yes. A dead EPC circuit drives line pressure high, which is why the truck shifts hard. Repair any wiring fault first or the new solenoid will set the same code.
Yes. On this family the TCC regulator valve is fed by line pressure that the EPC circuit controls, so weak line rise can show up as converter slip and code 741 even with a good TCC solenoid.
No. The solenoid bolts to the valve body and comes out through the pan opening after the pan and filter are removed.
A new filter and fresh fluid at minimum. If the other solenoids are original, a full solenoid kit costs little extra labor, and worn valve body bores need a Sonnax repair kit or a rebuilt valve body.
