4T65E Pump 2003, remanufactured and ready to install. Fits the 4T65E. Ships fast from the USA.
Although this listing is filed under pumps, what you receive is bigger than a pump: a remanufactured 2003-and-later 4T65E valve body with the three-piece oil pump mounted to it, the one-hole pressure switch, and its solenoids installed. It is aimed at the 2003-2011 Chevrolet Impala, 2003-2007 Monte Carlo, 2003-2005 Buick LeSabre and Century, 2006-2011 Lucerne, 2003-2008 Pontiac Grand Prix and the minivans and crossovers that shared the transaxle, when the car is setting P1811, shifting long and soft when hot, slow to engage, or the converter clutch will not hold. Replacing the whole hydraulic assembly at once takes the worn pump, the worn valve bores and a tired pressure control solenoid off the table in one job.
The 4T65E pump does not sit up front behind the converter the way it does in a rear-drive unit. It is a vane pump with a pivoting slide that bolts to the valve body and channel plate under the side cover, turned by a long pump shaft. Every pressure in the transaxle starts there. The valve body then shapes that oil: the pressure regulator sets line, the actuator feed limit (AFL) valve in the channel plate caps solenoid feed at about 115 psi according to Sonnax, and the PCM pulses the pressure control solenoid to raise or lower line for each shift. Starting in June 2002 GM moved to a three-piece pump with the rotor support sleeve built into the pump instead of the valve body, along with a smaller pressure switch and pressure control solenoid. This assembly is that second design, which is why it is a 2003-up part and not a 1997-2002 part.
Check the fluid level hot and look at its condition first. Then run a line pressure test hot, several times, because 4T65E pressure faults come and go. Low pressure at idle that stays low when commanded up points at the pump; normal idle pressure that will not rise points at the boost valve, the pressure control solenoid or the AFL bore. Since this assembly covers the pump and valve body side of all of those, it is a sound choice either way, as long as the clutches and bands are still healthy. If the fluid is black with lining in the pan, you need a rebuild, not a valve body. Our 4T65E pump failure guide covers the pressure test and pump clearances, and the pressure control solenoid guide explains how to separate a solenoid fault from a worn bore.
The listing applies this unit to 2003-up GM front-drive applications of the 4T65E, including the 2003-2004 Regal, 2004-2005 Park Avenue, 2005-2009 LaCrosse, 2004-2007 Rendezvous, 2005-2007 Terraza, 2004-2005 Venture, 2005-2008 Uplander, 2006-2008 Malibu, 2004-2006 Montana, 2006-2009 G6, 2004-2005 Bonneville and Aztek, and 2005-2007 Relay. It is listed with GM numbers 24224897 and 24229720 and casting 892. Two exclusions matter: it does not fit paddle-shift cars, and it does not fit Volvo. The 2003 model year also had a mid-year valve body revision, so compare the casting number and the pressure switch on your old unit with this one, or send us your year and VIN and we will check it. Early cars need our 1997-2001 4T65E pump instead, and every other 2003-up part is on the 4T65E collection page.
| Fits | 4T65E 2003 |
| Part type | Pump |
| Condition | Remanufactured |
| 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.
No. Despite the pump title, it is a remanufactured 2003-up 4T65E valve body with the three-piece pump, the one-hole pressure switch and solenoids installed. If you only want the pump, look at our 2002-up 4T65E pump listing.
Only if the car was built after the June 2002 change to the three-piece pump and smaller pressure switch. Early 2002 units carry first-design parts that do not interchange. Compare your old pump and pressure switch, or send us your VIN.
No. The listing specifically excludes paddle-shift vehicles and Volvo applications of the 4T65E.
It replaces the parts that most often cause P1811: a sticking pressure control solenoid, a worn boost valve and a tired pump. It will not cure slipping from burned clutches or a broken forward band, so check fluid condition first.
Use DEXRON-VI and check the level hot at 180-200 degrees F. Clear the transmission adapts with a scan tool after installation so the PCM relearns shift timing on the new hydraulics.
