700R4 Tcc Solenoid, new and ready to install. Fits the 700R4. Ships fast from the USA.
If your 700R4 shifts into overdrive and then just stays there with the tach a few hundred rpm higher than it should be, the torque converter is not locking. On a Chevy C/K pickup, Blazer, Suburban, Camaro, Corvette or Caprice from the 700R4 era, one of the most common reasons is a dead or leaking TCC solenoid. This listing is a new replacement 2-wire TCC solenoid, reference number 376601, built for the 700-R4 and the 200-4R. It is the same push-on terminal, long-snout style solenoid the factory used, with a fresh O-ring on the nose.
The 700R4 is a hydraulic transmission. It shifts on governor and TV pressure, not on a computer, so the converter clutch solenoid is the only electrical device inside most of these cases. The solenoid bolts to the pump body and its snout seals into a converter clutch signal passage. Switched off, it lets that signal oil exhaust and the converter runs open like a plain fluid coupling. When the circuit is completed it seats, signal oil builds, and the converter clutch apply valve in the pump strokes so the clutch plate clamps to the converter cover. Engine and input shaft then turn together with no slip. In a factory vehicle the computer makes that decision; in a swap a 4th gear pressure switch and a vacuum switch usually do.
These trucks and cars are pre-OBD-II, so there are no P0741 or P0742 codes to pull. You diagnose this one with a test light and a tach. Keep in mind that a slipping 3-4 clutch, the 700R4's best-known weak spot, can feel like a lockup problem at first; our 700R4 common problems guide explains how to tell them apart.
Warm the vehicle up and cruise in 4th at a steady 45-55 mph. Back-probe the solenoid feed at the case connector. You should have 12 volts with the brake pedal released, and the ground side should switch when lockup is commanded. If power and ground are both there and the converter still does not lock, the solenoid, its O-ring, or the converter clutch circuit in the pump is the problem. With the pan off you can apply 12 volts to the terminals and listen for a clean click. A pump with worn bushings or a leaking stator tube can also bleed off converter oil, which our 700R4 pump failure guide covers. Check the brake switch adjustment too; a switch that never closes opens the TCC feed.
Fits the GM 700R4 (later called 4L60) and the 200-4R, including 1982-1992 Chevrolet and GMC trucks and the cars listed above. This is the 2-wire solenoid with separate red and black push-on leads. It does not fit the electronic 4L60E, which uses a different solenoid and connector. Because these units were swapped into so many vehicles, look at the solenoid you are pulling out: if yours has two wires and a long plastic snout, this is the match. Not sure what is in your vehicle? Send us your year and VIN, or browse every part for this unit on our 700R4 parts page.
If the transmission has high miles or burnt fluid, this is a good time to reseal it with a 700R4 overhaul kit or go all the way with the 1987-1993 master rebuild kit.
| Fits | 700R4 |
| Part type | Tcc Solenoid |
| Condition | New |
| Brand | GM |
| Reference | 376601 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This is the 2-wire solenoid for the hydraulic 700R4 and 200-4R. The electronic 4L60E uses a different TCC solenoid and wiring.
It is the most common cause, but check first that the solenoid is getting 12 volts with the brake released and that the ground side switches when lockup should happen. Power and ground present with no lockup points at the solenoid, its O-ring or the converter clutch circuit in the pump.
No. The solenoid bolts to the pump body and is reached by dropping the pan and filter. It is two bolts and two push-on wires.
Dexron ATF. A current Dexron-VI fluid is backward compatible with the older Dexron specifications the 700R4 was originally filled with.
Not by itself. The solenoid still needs something to switch it. In a swap with no factory computer, a lockup wiring kit with a 4th gear pressure switch and a vacuum switch handles that.
The filter and pan gasket at minimum. If the fluid is burnt or the miles are high, reseal the unit with an overhaul kit, since a tired pump or 3-4 clutch can mimic a lockup fault.
