Replaces all eight shift, pressure control and TCC solenoids in the AW55-50SN valve body so harsh, flared or delayed shifts and no-lockup clear up.
A 2004-up Chevrolet Equinox or Pontiac Torrent, a Saturn Vue V6 or Ion, a 2003-2007 Saab 9-3, a Nissan Maxima, Quest or Altima with the RE5F22A, a Suzuki XL7, or a Volvo S60, S80, V70, XC90, S40, V50 or C30 with the Aisin five-speed that bangs into Drive, flares between gears, sits in one gear in limp mode or will not lock the converter at cruise usually has a valve body problem, and the solenoids are the cheapest part of that valve body to replace. This set contains all eight solenoids for the Aisin Warner AW55-50SN and its relatives, the AW55-51SN, AF23, AF33-5, AW235 and RE5F22A, each with fresh O-rings. It ships fast from the USA.
The AW55-50SN is computer controlled from end to end. The transmission control module reads speed sensors, throttle and temperature, then fires solenoids bolted to the valve body to decide which clutch or band gets oil and how hard. The eight solenoids in this set split into two jobs. Five are on/off shift solenoids that stroke shift valves. Three are linear solenoids, which Sonnax calls SLT, SLS and SLU: the TCM pulses them to set pressure rather than just open or close a port. SLT shapes line pressure with throttle, SLS sets clutch feed pressure during a shift, and SLU handles converter clutch apply plus the B-4 servo and B-2 neutral control.
Sonnax's diagnosis notes for this unit also warn that several of the shift solenoids look alike but are not interchangeable: some can be fitted into the wrong bore, or a normally open unit swapped for a normally closed one. That is exactly why a matched eight-piece set beats mixing used solenoids from two cores.
Scan the TCM first, not just the engine computer, and write down every stored code. Check the fluid level hot through the level plug; Sonnax notes that low fluid or overfill both cause erratic pressure and poor linear solenoid control. With the pan down, unplug the internal harness and measure each solenoid: Sonnax lists 5.0 to 5.6 ohms for this family. A solenoid that is open, shorted to its body or far out of range is bad. A solenoid can measure fine and still stick or leak, and Transmission Digest documents how bore wear in the AW55-50SN valve body produces the same complaints. Our AW55-50SN service guide walks through pressure taps, the fill plug and the band anchor you must not remove, and the Aisin harsh or delayed shift guide covers the general test order.
This set is listed for the AW55-50SN, AW55-51SN, AF23, AF33-5, AW235 and RE5F22A in the vehicles named above. Sonnax points out two versions of the SLT and SLS linear solenoids: early units with a narrow bracket and a short manifold, and later units with a wider bracket and a longer manifold, and one late SLT layout puts the connector down and needs a matching Volvo harness. Before you order, compare the bracket and connector position on your old SLT and SLS with the product photos, or send us your year and VIN and we will check it. Every other AW55 part we stock is on the Aisin transmission parts page.
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It is listed for the AW55-50SN family, which GM used in the 2004-up Equinox and 2006-up Torrent (GM codes M09 and M45). Match the bracket and connector position on your SLT and SLS solenoids to the photos, or send your year and VIN and we will confirm.
All eight run in the same fluid and age together, and several look alike but cannot be swapped between positions. Replacing the full set once costs less than pulling the valve body twice.
Unplug the internal harness and measure across each solenoid's terminals. Sonnax gives 5.0 to 5.6 ohms for this family, with no continuity from either pin to the solenoid body. A good reading does not rule out a sticking valve, so treat repeat codes as a reason to replace.
A JWS 3309 type ATF. Volvo lists it as part number 1161540 and Saab as T-IV on earlier models. Check the level hot through the level plug.
Often, if the SLS or SLT linear solenoid has drifted. If the shift is still harsh after a relearn, look at valve body bore wear, a TCM software update or an internal B-4 servo leak.
Yes. Clear the codes, reset the adaptive shift values and drive a full relearn. Skipping this is the most common reason a good set still shifts rough on the first drive.
