4T60E Solenoid Kit, new and ready to install. Fits the 4T60E. Ships fast from the USA.
If your older GM front-wheel-drive V6 car with the 4T60E transaxle is starting in second gear, refusing to upshift, dropping out of converter lockup once it is warm, or sitting in limp mode with a shift or TCC code, the electrical side of the valve body is the first place to look. This is a new GM-branded 4T60E solenoid kit. The listing photo shows three square-bodied on/off solenoids and one spool-type pressure control solenoid, so the whole electrical set on the valve body can be replaced in one pass instead of one coil at a time.
The 4T60E was GM's move from the hydraulically governed 4T60 to computer control. Instead of a governor and throttle cable deciding when to shift, the engine computer reads vehicle speed and throttle position and switches the shift solenoids on and off to move the shift valves. A separate solenoid applies and releases the torque converter clutch, and the pressure control solenoid trims line pressure so shifts are firm without being harsh. When one coil opens up or a seat wears and bleeds oil, the computer commands a gear the hydraulics never deliver. The 4T65E that replaced it in 1997 kept this same basic arrangement, which is why much of the 4T65E diagnostic advice carries back to this unit.
Be aware that several of those complaints are also caused by worn valve bores. Sonnax lists the same no-3rd, no-4th and second-gear-start symptoms for the 2-3 shift valve on 1994-later 4T60E units, and the lockup complaints for the TCC regulator valve, so a new solenoid set fixes the electrical cause but not a worn bore.
Pull the codes first, then check each solenoid's resistance at the case connector and again at the solenoid itself. A coil that reads open or shorted is a clear fail; a coil that reads in range but still will not hold pressure points to a worn seat or a leaking O-ring. Inspect the internal harness for melted insulation while the pan is down. Our shift solenoid symptoms guide walks through the same testing on the successor unit, and the pressure control solenoid guide covers line pressure complaints.
This kit is listed for the 4T60E without a model-year range. GM made running changes across the 4T60E's production, and not every year used the same solenoid set, so compare the connectors and the shape of each solenoid on your valve body to the listing photo, or send us your year and VIN before you order. If you have a 1991 unit, we list a separate 1991 4T60E solenoid kit. Cars built from 1997 on use the 4T65E; browse the 4T65E and 4T60E parts collection for those kits.
Disconnect the battery, drop the side cover or pan as your car requires, and unplug the harness before removing any solenoid. Fit new O-rings on every solenoid, lubricate them with clean ATF, and seat each one by hand without forcing the retainer. Dexron VI is the correct fill today because it is approved for back-service in older Dexron-III units. Clear codes after the job and let the computer relearn shifts over several drive cycles. If the internal harness is brittle, replace it now; an internal wiring harness is listed for the later unit. If the shifts still flare after new solenoids, a 4T60E overhaul kit is the next step.
| Fits | 4T60E |
| Part type | Solenoid Kit |
| 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.
The listing photo shows three square-bodied on/off solenoids and one spool-type pressure control solenoid. Compare them to the solenoids on your valve body before ordering.
Not necessarily. Early 4T60E units used a different solenoid set, which is why we list a separate 1991 kit. Send your year and VIN if you are not sure.
It is the smart move on a high-mileage unit. The coils have the same age and heat history, and the labor of getting to them is the same whether you change one or all of them.
Dexron VI ATF. GM approved it for back-service in transmissions originally filled with Dexron-III or IIE.
Only if the TCC solenoid is the cause. On 4T60E units a worn TCC regulator valve bore causes the same complaint, so check codes and solenoid resistance first.
Clear codes and drive the car through normal shifts over several drive cycles so the computer can adjust to the new solenoids.
