5L40E Solenoid Kit 1999-2003, new and ready to install. Fits the 5L40E. Ships fast from the USA.
Owners of a 1999-2003 BMW 3 Series, 5 Series or Z3 automatic, or a first-year 2003 Cadillac CTS, usually land here after the transmission starts flaring between gears, locking itself in one gear, or shuddering when the converter tries to lock at cruise. All of those cars use the GM 5L40-E five-speed, and its shift quality depends entirely on a small group of solenoids on the valve body. This kit is the full five-piece set shown in the photo: one large black pressure control solenoid, one gray-connector solenoid and three green-connector solenoids, all new.
The 5L40-E steps through ratios of 3.42, 2.21, 1.60, 1.00 and 0.75 using a single Ravigneaux gearset, which means each gear is made by applying a different combination of clutches rather than by moving to a separate gearset. The transmission computer chooses that combination by switching the shift solenoids on the rear control body. On the front control body, the pressure control solenoid assembly regulates line pressure and how firmly each clutch is applied, and it shares that body with the TCC regulator apply valve that the converter clutch solenoid works through. Oil for every solenoid comes from the actuator feed limit valve, so the solenoids are only as good as the oil supplied to them. A weak coil, a sticky plunger or a clogged inlet screen on any one of the five is enough to make the computer command a gear it never gets.
Those ratio codes need careful reading. TransGo documents that on the 5L40-E a worn actuator feed limit valve bore starves the shift solenoids of oil and sets P0731-P0735, with the hot 5th gear error usually first. In that case new solenoids will not stay fixed. Read the codes, measure each solenoid at the case connector using our multimeter solenoid test guide, and put a gauge on the line pressure tap following our line pressure guide. Out-of-range resistance points at this kit. Good resistance with ratio codes points at the valve body, and a 1999-2003 5L40E valve body is the better buy. If you are not sure whether the car is slipping or the control side is late, our flare versus slip guide helps you tell the two apart.
This listing covers 5L40-E transmissions from 1999 through 2003. On the BMW side that is the rear-drive six-cylinder automatics: E46 323i, 325i, 328i and 330i, E39 523i through 530i, and the Z3. TransGo's application list also places the 5L40-E in the 2003 Cadillac CTS, the first year of that car. All-wheel-drive 325xi and 330xi models used the heavier 5L50 version, so confirm your unit before ordering. Check the tag on the case and compare the connector colors and shapes on your old solenoids with the photo, or send your year, model and VIN and we will check it for you. You can browse the rest of our catalog on the transmission parts page.
If the drained fluid is black and the pan is full of friction material, solenoids alone are not the answer; look at a 5L40E overhaul kit instead.
| Fits | 5L40E 1999-2003 |
| Part type | Solenoid Kit |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
The 2001 330i rear-drive automatic uses the 5L40-E, which this kit is listed for. The all-wheel-drive 330xi used the 5L50 version, so check the tag on your case or send us your VIN to confirm.
TransGo lists the 5L40-E in 2003-2006 CTS applications, and 2003 falls inside this listing's range. Compare the connectors on your old solenoids to the photo or send your VIN and we will confirm before shipping.
Five solenoids, as pictured: the large pressure control solenoid with the black connector, one solenoid with a gray connector and three with green connectors.
Test first. On the 5L40-E a worn actuator feed limit valve bore commonly sets P0735 when hot. If your solenoids measure in spec, the valve body is the likelier fix.
Refill to the correct level at operating temperature, clear the codes, and reset the transmission adaptations so shift timing is relearned. Shift feel usually settles within a few drive cycles.
