4T65E Solenoid Kit 2003-2011, new and ready to install. Fits the 4T65E. Ships fast from the USA.
A later 4T65E that slams into second, slides through the 2-3 upshift, sets converter clutch codes on the highway, or goes into failsafe and stays in one gear is usually telling you something on the valve body has lost its grip on line pressure. This new kit covers the 2003-2011 4T65E found in the Chevrolet Impala and Monte Carlo, Buick LaCrosse and Lucerne, Pontiac Grand Prix and other GM front-drive cars of that era. The product photo shows the full electrical set for the later valve body: two coil-type shift solenoids, a pressure control solenoid, a spool-type converter clutch PWM solenoid, and the later-style pressure switch plate with its single connector.
The computer chooses gears by switching the two shift solenoids on and off in a set pattern. It sets clutch apply pressure by pulsing the pressure control solenoid, and it ramps the converter clutch on with the PWM solenoid so lockup feels smooth instead of abrupt. The pressure switch plate reports which hydraulic range is selected. Every one of these parts depends on clean, steady oil from the actuator feed limit (AFL) valve, which Sonnax caps at about 115 psi; once that bore wears, solenoid oil pressure and volume drop and you get the same complaints as a failed solenoid.
On 2006-2007 cars, Transmission Digest traced converter clutch circuit codes to the internal harness chafing at a retaining clip, so a code alone does not prove a solenoid is bad.
Scan for codes and look at shift adapt values and commanded line pressure. Check each solenoid's resistance at the case pass-through connector and again at the solenoid; a difference points to the harness. Look along the harness where it is clipped to the valve body for worn-through insulation. Our 4T65E shift solenoid guide walks through the electrical tests, and if engagement is the main complaint, read the 4T65E delayed engagement guide before buying.
Listed for 2003-2011 4T65E transaxles. That is a long production run with engine and calibration changes along the way, so compare the connector shapes and the pressure switch plate in the photo to the parts on your valve body, or send us your year and VIN and we will check it. Cars built 1997-2002 use the earlier 1997-2002 solenoid kit with its multi-diaphragm switch plate. Every 4T65E part we carry is listed in the 4T65E collection.
Drain the fluid and remove the side cover to reach the valve body. Note where each solenoid goes before pulling it, lubricate and fit new O-rings, and seat every connector until it clicks. Replace the harness if any clip has rubbed through the insulation. Refill with Dexron VI; GM lists about 7.4 quarts total capacity for the Impala application, and a side-cover job needs less than that, so add fluid gradually and check the level hot. Clear codes, reset the shift adapts with a scan tool if you have one, and drive through all four gears so the computer relearns. When the valve body bores are worn, pair this kit with a remanufactured 2003-up valve body; if P1811 traces back to clutch clearance, a 4T65E master rebuild kit covers the frictions and seals.
| Fits | 4T65E 2003-2011 |
| Part type | Solenoid Kit |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is listed for 2003-2011 4T65E transaxles, which includes 4T65E-equipped Impalas. Compare the connectors and switch plate to the photo, or send your year and VIN to confirm.
It can be either. On 2006-2007 cars Transmission Digest documented the internal harness chafing at a retaining clip. Measure resistance at the case connector and at the solenoid to tell them apart.
No. The early kit uses a different pressure switch plate with many diaphragm ports. A 2003-2011 car should use this kit.
GM lists about 7.4 quarts total capacity for the Impala 4T65E. A side-cover service drains far less, so have a few quarts of Dexron VI on hand and check the level hot.
It helps. Clearing codes and resetting adapts lets the computer relearn shift timing quickly. Without one, clear codes by disconnecting the battery and allow several drive cycles.
