5L40E Valve Body 2003-2006, remanufactured and ready to install. Fits the 5L40E. Ships fast from the USA.
If your GM or BMW five-speed automatic is losing fourth-to-fifth gear, shifting harsh across the board, or throwing a gear ratio code, the valve body on the 5L40E is a common cause. This remanufactured 5L40E valve body covers 2003-2006 applications and replaces the hydraulic section as a bolt-in unit instead of chasing individual worn bores one at a time.
The 5L40E is a GM-designed five-speed, rear-wheel-drive automatic that GM also sold to BMW, where it was built and badged as the A5S 360R. Inside the transmission, the valve body is the hydraulic control center: pump pressure arrives at the main pressure regulator bore, which sets base line pressure, while a set of shift and safety-mode valves route that pressure to the clutch packs to carry out each shift. The TCC regulator valve inside the same casting controls torque converter clutch apply. Because every one of these valves oscillates constantly as the transmission shifts and the converter clutch cycles, the bores that control them are the first parts to wear.
Low or unstable line pressure from a worn pressure regulator bore is the most common root cause behind the no 4-5 shift and gear ratio code complaint on this transmission, since the regulator valve is in constant motion and wears its own bore over time. A shop with a pressure gauge and a scan tool can confirm this by checking line pressure against spec and pulling stored codes before condemning the valve body. If the TCC side is acting up instead - no lockup, shudder, or lockup that won't release - that points at the separate TCC regulator valve bore rather than the main pressure regulator, so describe the exact symptom when you call if you want help confirming which circuit is worn.
This valve body is listed for 2003-2006 5L40E applications. GM used the 5L40E (and the related, heavier-duty 5L50E) behind lighter V6 and inline-six engines in vehicles including the Cadillac CTS, and BMW used the same architecture as the A5S 360R behind its inline-six engines. The two sister transmissions and their valve bodies look alike at a glance, so match your casting marks and the pressure regulator bore size against your old unit before installing, or send us your year, make, model and VIN and we'll confirm the correct application.
Change the filter and pan gasket at the same time as the valve body - see our 5L40E/5L50E Filter & Pan Gasket Kit - since debris from the worn unit is the most common reason a freshly installed valve body fails early. If the TCC or shift solenoids test out of spec, pair this valve body with our 5L40E Solenoid Kit rather than reusing worn ones, and inspect the sprag clutch while the transmission is apart if you have any no-engagement or burnt-clutch history. If your symptoms are specifically in the 1999-2003 production window instead, see our 5L40E Valve Body 1999-2003 listing.
| Fits | 5L40E 2003-2006 |
| Part type | Valve Body |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
GM used the 5L40E behind lighter engines in vehicles such as the Cadillac CTS, and BMW used the same architecture, badged as the A5S 360R, behind its inline-six engines. The heavier-duty 5L50E is a related but different sibling unit used behind larger engines. Confirm your exact application before ordering.
A no 4-5 shift or hunting between 4th and 5th, stored gear ratio codes, harsh shifts in every gear, no TCC lockup or a shuddering lockup, and a 3-2-1 bump on coast-down are the common signs of valve body bore wear on this transmission.
Install a new filter and pan gasket and refill with the correct fluid, since leftover debris is the most common reason a new valve body fails early. If the solenoids test out of spec or you have a history of burnt clutches, add a solenoid kit and inspect the sprag clutch while it's apart.
The 5L40E and 5L50E look alike and share a valve body design, but the 5L50E is the heavier-duty sibling used behind larger engines. Match your casting marks and confirm which unit is actually in your vehicle before ordering, since the two are not universally interchangeable.
Not always, but low or unstable line pressure from a worn pressure regulator bore in the valve body is the most common cause. Have a shop check actual line pressure against spec and pull stored codes to confirm before replacing parts.
