4R55E Tcc Solenoid 1997-2011, new and ready to install. Fits the 4R55E. Ships fast from the USA.
If your 4.0L Ford Explorer, Ranger or Mazda B4000 with the four-speed 4R55E will not hold lockup on the highway, flares RPM at cruise, or set a converter slip code, you probably searched for a TCC solenoid and landed here. Be clear on what this listing is before you order: the photo shows a new electronic pressure control (EPC) solenoid with a black coil body, a red-banded nose, a slotted mounting tab and a two-blade connector. It is not the small converter clutch solenoid. It is filed under TCC because on this transmission a tired EPC circuit is one of the most common reasons the converter clutch slips while the TCC solenoid itself is fine. The rest of this page helps you work out which of the two your truck actually needs.
The PCM pulses the TCC solenoid, and its duty cycle ramps up as the converter clutch applies. That signal strokes the TCC modulator valve, which switches converter oil to the TCC regulator valve. The regulator sets clutch apply pressure, but it can only work with the oil it is given, and that oil is line pressure. Line pressure in turn is set by the EPC solenoid. So the converter clutch has two electrical inputs: the TCC solenoid decides when and how hard to apply, and the EPC solenoid decides how much pressure is available to do it. A perfect TCC solenoid cannot clamp the converter if line rise is weak.
Start with the electrical check: ohm the solenoids at the case connector using our multimeter solenoid test, and look for fluid wicking into the connector. Then road test with a scan tool and watch two numbers together: commanded TCC duty cycle and converter slip (engine RPM minus turbine RPM). Sonnax uses 70 percent or more TCC duty with 140 RPM or more of slip as the sign that clamping force is short. If slip is high, put a gauge on the case and follow our line pressure guide. Weak pressure points at the EPC solenoid or a leaking EPC circuit. Normal pressure with high slip points back at the TCC regulator valve, the converter, or the TCC solenoid. Sonnax also notes that a stuck TCC modulator valve holds EPC to about 65 psi, so a low reading is not automatically the solenoid's fault. Our converter clutch shudder guide covers the drivability side of the same checks.
This solenoid is listed for the 4R55E and the 1997-2011 production of this EPC design, cross-referenced in the listing to Ford numbers F77Z-7G383-AA, XL2Z-7G383-AA and 9L2Z-7G383-A. The 4R55E itself was built behind the 4.0L V6 in the Explorer, Ranger and Mazda B4000 until Ford replaced it with the five-speed 5R55E during the 1997 model year, and the same EPC solenoid carried on in the 5R55E and 5R44E. That is why a part with a 2011 end date fits a mid-1990s four-speed. Before ordering, compare the coil body, bracket and two-blade connector against the part on your valve body, or send us your year and VIN and we will check it. Our 5R55 and 4R55E parts page lists the rest of the family, and this is the same part sold as the 4R55E pressure control solenoid 1997-2011.
| Fits | 4R55E 1997-2011 |
| Part type | Tcc Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
No. The part pictured and shipped is the EPC (electronic pressure control) solenoid. It is listed under TCC because weak EPC pressure is a common cause of converter clutch slip on the 4R55E. If testing shows the TCC solenoid itself is bad, a complete 4R55E solenoid kit includes it.
Watch TCC duty cycle and slip RPM on a scan tool, then check line pressure with a gauge. High duty with high slip and low line pressure points at the EPC side. High slip with normal pressure points at the TCC regulator valve, the converter or the TCC solenoid. Stalling when shifting into gear points at the TCC solenoid or its valve.
The date range describes when this EPC design was produced, and the same solenoid continued from the 4R55E into the 5R55E and 5R44E. Match the coil body, mounting tab and two-blade connector to yours, or send your year and VIN and we will confirm before it ships.
Converter slip shows as code 628 on earlier EEC-IV trucks and P0741 on OBD-II trucks. Pressure control faults usually come with harsh engagement or delayed Reverse. Read codes with a tool that supports your truck's system before replacing parts.
Clear the codes, top up the fluid to the correct hot level, and drive the truck through several steady-cruise lockup cycles. Watch slip RPM if you have a scan tool to confirm the converter is now holding.
