5L40E Pressure Control Solenoid, new and ready to install. Fits the 5L40E. Ships fast from the USA.
The GM 5L40E five-speed sits behind the inline-six in BMW 3 Series, 5 Series, Z3 and X3 automatics and behind the V6 in the Cadillac CTS and STS. When one of these starts slamming into drive, firming up on every shift, or turning shifts long and soft once it is hot, line pressure control is near the top of the list. This listing is a new 5L40E pressure control solenoid: a single solenoid with its connector molded into the top and two sealing rings on the hydraulic end, as shown in the photo, sold on its own so you do not have to buy a full kit when testing points at this one part.
The 5L40E makes all five ratios (3.42, 2.21, 1.60, 1.00 and 0.75) from a single Ravigneaux gearset, so every shift is a hand-off between clutches rather than a move to a separate gearset. That hand-off only feels right when the clutch apply pressure is right. The pressure control solenoid assembly lives on the front control body, next to the actuator feed limit valve and the converter clutch regulator apply valve. The transmission computer varies the current to it, the solenoid turns that into a signal pressure, and the pressure regulator uses that signal to raise or lower line pressure to suit throttle and load. A coil that drifts, a plunger that hangs, or a sealing ring that leaks signal oil means line pressure no longer matches what the computer asked for.
Check the fluid level at the fill plug at the correct temperature and look at its condition; slipping clutches will not be cured by a solenoid. Then read codes and measure the solenoid circuit at the case connector with our multimeter solenoid test guide. A gauge on the line pressure tap is the real proof, since a sticking plunger can pass a resistance test; see our line pressure guide. Be careful with ratio codes on this transmission. TransGo documents that a worn actuator feed limit valve bore starves the solenoids of oil and sets P0731-P0735, often starting with a hot fifth gear error. If resistance and commanded pressure check out but the ratio codes keep coming back, the valve body is the problem, and our gear ratio code guide explains how to sort it out.
This listing is for the 5L40E and does not name model years, so match before you order. The 5L40E went into BMW E46 3 Series, E39 5 Series and Z3 cars from the 1999 model year, later BMW applications, and Cadillac CTS and STS rear-drive V6 models. The all-wheel-drive 5L50E is a close relative with a similar valve body. Pull your old solenoid and compare the connector shape, body and sealing rings with the photo, or send your year and VIN and we will confirm the match. If the bores are the real problem, see the remanufactured 2003-2006 5L40E valve body.
| Fits | 5L40E |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
It is listed for the 5L40E, which was used by both. The listing does not give years, so compare your old solenoid's connector and body with the photo, or send us your year and VIN and we will confirm it.
Only if low line pressure from this solenoid is the cause. A worn actuator feed limit valve bore is a well-documented cause of those codes on the 5L40E, so test resistance and line pressure first.
Harsh engagements and firm shifts, or soft flared shifts when hot, often with a pressure control code such as P0748 and the transmission held in one gear.
Yes, if testing points only at it. If the transmission has high mileage and the other solenoids are original, replacing the set while the pan is off is often the better value.
Cadillac applications use DEXRON-specification fluid; BMW applications use the ATF BMW approves for that unit. Check the level at the fill plug, not by guessing from the amount drained.
It is strongly recommended. Clearing codes and resetting shift adaptations with a scan tool lets the computer learn the new solenoid instead of compensating for the old one.
