5L40E Solenoid Kit 2004, new and ready to install. Fits the 5L40E. Ships fast from the USA.
A 2004 Cadillac CTS or a 2004 BMW 325i or 330i with the five-speed automatic that has started shifting late, banging into a gear, refusing to lock the converter, or dropping into a single gear with a transmission warning on the dash is a candidate for this part. Both cars were built around the GM 5L40-E, and in that unit the shift decisions are made electrically. This listing is a new five-piece solenoid set for 2004 applications: three matching shift solenoids with green connectors and two larger control solenoids, as shown in the photo, so the electrical side of the valve body can be renewed in one job.
The 5L40-E gets five forward ratios out of one Ravigneaux gearset, so every gear is a specific combination of applied clutches and holding sprags. The transmission control module picks that combination by switching the three on/off shift solenoids, which stroke the shift valves in the rear control body. The larger solenoids handle the variable jobs: one modulates line pressure and clutch apply feel through the pressure control circuit on the front control body, and the other controls converter clutch apply. None of these parts work in isolation. Every solenoid is fed by the actuator feed limit valve, so a weak feed and a weak solenoid can produce exactly the same shift complaint.
Read the codes first and separate circuit faults from ratio faults. A circuit code plus an out-of-range resistance reading at the case connector points straight at a solenoid; our walkthrough on testing a transmission solenoid with a multimeter shows how to take that reading. Ratio codes P0731-P0735 with good electrical readings are different. TransGo documents that a worn actuator feed limit valve bore on this transmission starves the solenoids of oil and sets those codes, often starting with a 5th gear ratio error when hot, and new solenoids will not cure a worn bore. A pressure check, explained in our line pressure testing guide, tells you whether the hydraulic side is holding up. If the bore is worn, a complete 5L40E valve body for 2003-2006 is usually the cleaner fix. Shudder complaints should also be checked against fluid condition before blaming the converter clutch solenoid; see our TCC shudder diagnosis guide.
This kit is listed for the 5L40-E in 2004 vehicles. TransGo's 5L40-E application list covers the 2003-2006 CTS and the 2001-2005 BMW 325i and 330i, which places both 2004 cars in range, and published application lists also show 2004 Cadillac SRX V6 rear-drive models on the 5L40-E. All-wheel-drive versions of some of these cars use the heavier 5L50-E, and the 5L40-E saw running changes across its production, so compare connector shape and solenoid style against the parts you remove, or send your year and VIN before ordering. If your car is a 1999-2003 BMW, the earlier sets we stock are a better starting point.
The solenoids live on the valve body under the oil pan. Drain the fluid, remove the pan and filter, unplug the internal harness, and lower the valve body following your service information, keeping track of which control body each solenoid came from. Fit every new solenoid with fresh O-rings lubricated in clean fluid, inspect the harness connectors for heat damage, and torque the valve body bolts to specification rather than by feel. A pan job is the time to replace the filter, so pair this kit with the 5L40E/5L50E filter and pan gasket kit. Refill with the fluid your vehicle's service information calls for, check the level hot using the correct procedure for your car, clear codes, and run a shift adapt relearn so the module stops compensating for the old parts. Our guide to adaptive relearn after valve body work explains why that step matters.
| Fits | 5L40E 2004 |
| Part type | Solenoid Kit |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
The 2004 E46 325i and 330i automatics use the GM 5L40-E, which TransGo lists for 2001-2005 325i and 330i models. Compare the connectors on your old solenoids with the photo, or send your year and VIN and we will confirm before it ships.
Five: three identical shift solenoids with green connectors and two larger control solenoids for the pressure control and converter clutch circuits, matching the photo.
Only if the solenoids are the cause. TransGo documents that a worn actuator feed limit valve bore sets P0731-P0735 on this transmission, usually starting with a hot 5th gear ratio error. If the solenoid resistance checks are good, have the valve body bore checked before replacing parts.
Yes. The solenoids are on the valve body under the pan, so the job is done in the car. Plan on a new filter and pan gasket and enough fluid for a refill.
Clearing adaptive values and running a relearn with a capable scan tool is recommended. The module has been compensating for the worn solenoids, and stale adaptives can make the new parts feel harsh or soft until they are reset.
