Remanufactured solenoid set with the internal wiring harness for the Mitsubishi F4A41 and F4A42 four-speed transaxle used by Hyundai and Kia.
If your 2001-2011 Hyundai Sonata 2.4L, Kia Optima or Rondo 2.4L, Santa Fe 2.7L, Tiburon 2.0L, or a Mitsubishi Lancer, Galant, Eclipse or Outlander with the four-speed automatic suddenly bangs into gear, flares between shifts, stops upshifting or drops into a single-gear failsafe with an open or shorted solenoid code, this kit is aimed at that repair. It is a remanufactured set of the valve-body solenoids for the Mitsubishi-designed F4A41 and F4A42 family, cleaned, inspected and tested, and it comes with the internal wiring harness that runs from the solenoids to the case connector. Manufacturer part number COP-I12D0422.
This transaxle has no conventional shift valves driven by throttle and governor pressure. The control module shifts it by pulsing solenoids mounted on the upper valve body, one each for the low/reverse clutch, underdrive clutch, second brake and overdrive clutch, plus one for the torque converter clutch. In the ATSG article on F4A42/F4A51 valve-body function, Pete Luban points out that all five solenoids are physically the same part, and every one except the converter clutch solenoid feeds its own pressure-control valve that sets how firmly that clutch applies, much like a Chrysler 604. When a solenoid coil goes high in resistance or its seat wears, the module still commands the shift but the clutch gets the wrong pressure at the wrong time. When the module sees an open or shorted circuit, it shuts the solenoids down and the transaxle sits in its failsafe gear.
Transmission Digest's July 2004 bulletin summary describes exactly this pattern on Hyundai F4A42/51 units: erratic or harsh shifting, third-gear failsafe and one or more open or shorted solenoid circuit codes, which is why the electrical side is the first place to look. Check fluid level and condition, then measure each solenoid circuit through the case connector and compare the readings with each other, since all five solenoids are identical; a high or open reading on one circuit points at that solenoid or its harness lead. Our guide to testing a transmission solenoid with a multimeter covers the meter work, and solenoid testing without a factory scan tool covers command checks for owners without a dealer tool. A cheap meter such as the AstroAI digital multimeter is enough for this. If every circuit reads normal and the shifts are still harsh or flared, the problem is more likely in the valve body bores or the clutches than in the solenoids.
The listing references the F4A41, F4A42, F4A51, V4A51 and R4A51 solenoid families and lists Hyundai Sonata 2001-2011 2.4L, Santa Fe 2001-2009 2.7L and Tiburon 2003-2008 2.0L; Kia Optima 2001-2010 2.4L and Rondo 2007-2010 2.4L; and Mitsubishi Lancer 2003-2011 2.0L, Galant 2001-2010 2.4L, Eclipse 2003-2011 2.4L, Outlander 2003-2006 2.4L, Grandis 2007-2008 2.4L, Space Star 1999-2004 1.8L and Mirage 1998-2002 1.5L. Engine and model-year splits matter on these, and later Hyundai and Kia models moved to the five-speed and six-speed units, so confirm the transaxle code on your case tag and compare the harness case connector with yours, or send us your year and VIN before ordering. The same harness and solenoid layout is not shared with the five-speed F5A51 family.
No case teardown is needed. Drain the fluid, drop the pan and remove the filter. Unplug the harness at each solenoid and release the case pass-through connector before removing any retainers, and tag every solenoid position as it comes out so the harness routes the same way on reassembly. Fit the new solenoids with fresh O-rings lubed in clean fluid, route the new harness clear of the valve body and pan, seat the case connector seal fully and torque the retainer bolts lightly into the aluminum. Refill with the SP-III type fluid called for on your dipstick or in your owner's manual and check the level hot. Clear codes and drive through all four gears several times so the module relearns clutch fill times. If the shifts stay harsh after new solenoids, look at the F4A51 valve body for the V6 units, or plan a full overhaul with the F4A41/F4A42 master rebuild kit, and reset adaptive shift values afterward as described in our adaptive relearn guide.
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Yes. It includes the solenoid set plus the internal wiring harness that runs from the solenoids to the case connector. Replacing both at once makes sense because the harness insulation hardens in the same hot fluid that wears out the solenoids.
Remanufactured. They are cleaned, inspected and tested before they ship.
The ATSG description of the F4A42 valve body says all five solenoids are the same part, but each harness lead goes to a specific circuit. Tag each position as you remove the old ones and keep the harness routing the same so every lead reaches the correct solenoid.
If the module put the transaxle into failsafe because of an open or shorted solenoid or harness circuit, new solenoids and a harness usually fix it. Test the circuits first. If they all read normal, the cause is more likely the valve body, clutches or the control module.
These transaxles use an SP-III type fluid, sold as Hyundai/Kia SP-III or Mitsubishi Diamond SP-III. Confirm on your dipstick or in your owner's manual, and set the level with the fluid hot.
You will want one to clear stored codes. Then drive through all four gears several times so the module relearns clutch timing. Some later models need an OE-level tool to reset adaptive values.
