4T65E Tcc Solenoid 1997-2002, new and ready to install. Fits the 4T65E. Ships fast from the USA.
Most people land on this page because a 1997-2002 Buick LeSabre, Century or Regal, Chevrolet Impala or Monte Carlo, Pontiac Grand Prix or Bonneville, or Oldsmobile Intrigue has started to shudder between about 40 and 60 mph, sits a few hundred RPM high at cruise, or has stored a converter clutch code such as P0741. The torque converter clutch (TCC) solenoid is the usual suspect, but on a first-generation 4T65E it rarely fails alone. That is why this listing ships as a full master kit rather than a single coil: one new TCC lockup solenoid, one new pressure control (EPC) solenoid and two new shift solenoids. The product photo also shows the pressure switch plate, and the listing states the kit includes everything pictured. Cross-reference numbers on the listing are 84431G, 84421G, 74418E and 84442G.
The 4T65E came out for 1997 as GM's electronically controlled successor to the 4T60-E. Once the car is warm and cruising in a steady gear, the engine computer pulses the TCC solenoid to send oil to the converter clutch apply circuit, so the engine and turbine turn together instead of slipping through the fluid. The computer then compares engine speed with turbine speed. If the solenoid sticks, its screen plugs, or its seat leaks oil, the clutch slips, the numbers do not match, and a TCC performance code sets. The EPC and shift solenoids sit on the same valve body and share the same feed: Sonnax notes the actuator feed limit (AFL) valve supplies them at up to 115 psi, so a coil that has worn for 20-plus years seldom has healthy neighbors.
Read the codes first and check the fluid level and condition; burnt fluid with clutch material says the problem is deeper than a solenoid. With a scan tool, watch commanded TCC against actual slip speed at a steady 50 mph. If the computer commands lockup and slip stays high, the solenoid, its feed oil or the converter clutch itself is at fault. A P1811 long-shift code can also come from worn 2nd and 3rd clutch packs, as Transmission Digest explains, so a new solenoid set will not cure it on a slipping unit. Our 4T65E shift solenoid symptoms guide and the EPC solenoid diagnosis guide walk through the tests step by step.
This kit is listed for the 4T65E from 1997 through 2002, the early design used in GM's mid-size and full-size front-drive cars of that period. GM revised the unit for 2003, and the later parts differ, so a 2003-up car needs the 2003-up 4T65E TCC solenoid master set instead. Before ordering, compare the connectors and the shape of your old solenoids with the photo, or send us your year and VIN and we will confirm the match. You can browse every part for this unit on the 4T65E parts page.
If the fluid is dark and the car also slips on the 2-3 shift, plan on internal work as well; the 4T65E overhaul kit covers the seals and clutches for the same years.
| Fits | 4T65E 1997-2002 |
| Part type | Tcc Solenoid |
| 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.
No. Although it is filed as a TCC solenoid, the listing is a master kit with a new TCC lockup solenoid, a new EPC pressure control solenoid and two new shift solenoids, and the photo also shows the pressure switch plate. The kit includes everything pictured.
This kit is for the 1997-2002 4T65E. GM revised the unit for 2003, so 2003-up cars should use the 2003-up master set. If you are not sure which design you have, send us the year and VIN.
It will if the shudder comes from lockup control. If the converter clutch lining is worn or the fluid is burnt, the shudder can stay after the solenoid swap. Change the fluid and check slip speed with a scan tool first.
Dexron VI. GM's owner manual for a 4T65E application lists roughly 7.4 quarts for a service, plus more if the converter was drained. Dexron VI is back-compatible with the older Dexron III spec.
Clear the codes and drive the car fully warm through several upshifts and steady-speed lockup cycles. The computer adjusts shift and lockup feel over the next drives; a scan tool adapt reset speeds this up where supported.
