E4OD Tcc Solenoid 1995-97, remanufactured and ready to install. Fits the E4OD. Ships fast from the USA.
When a 1995 to 1997 Ford truck with the E4OD starts running 300 or 400 extra RPM on the highway, the transmission temperature climbs on every grade with a trailer behind it, and the tach never takes that little drop it used to at 45 mph, the converter clutch is not applying. The first part most owners price is the E4OD TCC solenoid. Ford built the 1995-and-later E4OD with the converter clutch solenoid inside the late-design solenoid block, sharing one housing and one gray case connector with the shift, coast clutch and EPC solenoids. This listing is that complete late block, remanufactured, and it bolts to the bottom of the valve body as one piece. The listing also cross-references F-150 applications that used the E4OD.
Lockup on these years is simple on/off control. The powertrain computer waits for road speed, throttle and fluid temperature to fall inside its window, then grounds the converter clutch solenoid. The solenoid lets feed oil stroke the converter clutch control valve, release oil is dumped, and apply oil clamps the converter clutch so the engine and turbine turn together. That removes converter slip, which is the single largest heat source in a heavy truck transmission. When lockup stops working, every mile turns into heat, and heat is what wears out E4OD clutches and fluid. The oil that feeds the solenoid comes from the solenoid regulator valve. Sonnax notes the 1995-and-earlier version of that valve is a three-spool steel part that wears its aluminum bore when hot, so a late E4OD lockup complaint is not always electrical.
Start at the case connector, because Transmission Digest reports corroded pins and broken lock tabs on this connector causing codes that return even after the block is replaced. Then measure the TCC circuit with the key off; ATSG gives 20 to 30 ohms for the on/off converter clutch solenoid in the late block. If the coil reads in range and the connector is clean, move to hydraulics: a worn solenoid regulator bore or a weak cooler bypass valve also cause lockup slip and cycling. Our E4OD solenoid testing guide covers the backprobe road test, and the E4OD valve body guide covers the bore wear that copies a solenoid failure.
This block is listed for 1995, 1996 and 1997 E4OD transmissions. Sonnax splits E4OD solenoid blocks at 1994/1995: the late block covers 1995-98 E4OD and non-PWM 4R100, and the early 1989-94 block does not interchange with it. A 4R100 with PWM lockup takes a different block. Put your old block next to the photo and compare the connector and casting, or send us your year and VIN before ordering. If your truck is a 1989-94, the correct part is the early 1989-1994 E4OD TCC solenoid block. Everything else we carry for this unit is on the E4OD/4R100 parts page.
Drain the pan, drop the filter, and unbolt the block from the valve body. Clean the mating surface, fit new O-rings, and snug the bolts in a cross pattern rather than pulling one side down first. Seat the case connector fully and confirm the lock tab clicks and holds. Refill with MERCON V, check the level hot in Park, and road test through several lockup applications while watching for the steady RPM drop. Because a truck that has been running without lockup has been running hot, check the cooler and lines for restriction; on a 1996-97 truck an E4OD transmission cooler restores the flow the converter needs. If testing showed worn bores, replace the block and repair the hydraulics at the same time with an E4OD valve body matched to your casting.
| Fits | E4OD 1995-97 |
| Part type | Tcc Solenoid |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | F150 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Not as a factory service part. The converter clutch solenoid is built into the late solenoid block with the other solenoids, so the full block is what gets replaced.
No. 1989-94 trucks use the early block, which Sonnax lists as a separate part that does not interchange. Order the 1989-1994 block for those years.
Possibly, but check fluid condition, the case connector and TCC solenoid resistance first. Worn solenoid regulator valve bores and a weak cooler bypass can cause lockup slip with a good solenoid.
Only 4R100 units with on/off (non-PWM) converter clutch control. PWM 4R100 units, which include the diesel applications, need the PWM block.
Use MERCON V. Check the level at operating temperature with the engine running in Park after the road test.
There is no adaptive relearn procedure on these trucks. Clear codes, then drive through several lockup cycles to verify the repair.
