5R44E Tcc Solenoid 1997, remanufactured and ready to install. Fits the 5R44E. Ships fast from the USA.
If a 1997 Ranger or Mazda B-Series with the 5R44E has started shuddering at 40 to 55 mph, won't hold converter lockup, or keeps setting a TCC code after you already changed the solenoid, the fault is often in the valve body circuit that feeds the solenoid rather than the coil itself. Read this carefully before ordering: this listing is a complete remanufactured 5R44E/5R55E valve body for 1997-up units with the solenoids already installed, including the TCC solenoid. It is not a loose solenoid. The rebuilder machines in an updated pressure regulator valve, updated boost valve and updated TCC regulator valve, ships it with a separator plate and new gaskets, and tests each unit on a valve body tester. If you only need the coils, see the 5R44E TCC and shift solenoid set.
The 5R44E is the lighter-duty five-speed from Ford's 4R44E family, sharing its valve body design with the 5R55E. Converter lockup is controlled by the PCM through a duty-cycled TCC solenoid on the valve body. The solenoid output does not apply the converter clutch directly. It signals the TCC regulator and modulator valves, which meter apply oil to the converter. When those valves and their bores wear, apply pressure becomes unstable even with a perfect solenoid. Sonnax links TCC regulator wear in this family to TCC cycling, surge, high slip RPM, overheated fluid and code P0741, and a worn TCC modulator sleeve to no lockup, poor converter fill and low cooler flow. That is the reason a whole valve body with an updated TCC regulator fixes problems a solenoid swap cannot.
Start with fluid level and condition; burnt, dark ATF with heavy friction material points to a converter or band problem that a valve body alone will not cure. Scan for codes and note whether they are electrical or performance codes. An electrical TCC code with a bad resistance reading at the solenoid is often just the coil. A performance code with a good coil, lockup cycling on a scan tool, or codes that came back after a previous solenoid replacement point at the valve body. Servo bore wear in the case can also cause slipping and P0735 on this family, so rule that out too. Our 5R55 diagnostic walkthrough covers the sequence, and the 5R55 identification guide confirms you have an E-family unit rather than a 5R55W or S.
The rebuilder lists this valve body for both the 5R44E and the 5R55E from 1997 on; this page is the 1997 entry. Both units were used in Ford Ranger and Mazda B-Series trucks, and the 5R55E also went into 1997-2001 Explorer and Mountaineer models with the 4.0L. Ford made running changes to separator plates and solenoids over the years, so compare the casting and solenoid connectors with your original before installing, or send us your year and VIN. More 5R44E and 5R55E parts are on the 5R55 parts page.
If the fluid is badly burnt, plan a full overhaul instead; the 5R55E banner rebuild kit covers the soft parts for this family.
| Fits | 5R44E 1997 |
| Part type | Tcc Solenoid |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. Despite the listing name, this is a complete remanufactured 5R44E/5R55E valve body with the solenoids installed, including the TCC solenoid, plus a separator plate and new gaskets. If you only need the solenoid, order the 5R44E TCC and shift solenoid set instead.
The TCC solenoid only signals the TCC regulator and modulator valves. When those bores wear, lockup cycles or slips and P0741 can return even with a new solenoid. This unit has an updated TCC regulator valve to correct that.
Yes. The rebuilder lists it for both the 5R44E and the 5R55E from 1997 on, because the two share the same valve body design. It does not fit the 2002-later 5R55W or 5R55S.
Mercon V automatic transmission fluid. Replace the filter at the same time and check the level hot with the engine running.
Clear the codes and drive the truck through normal shifts and several steady-speed lockup cycles. Let the PCM adapt over the first drives, and recheck the fluid level once it is fully warm.
