Pulse-width-modulated torque converter clutch solenoid that controls TCC apply pressure in GM 4L60E, 4L65E, 4L70E and 4L80E units; cures P0741/P0742.
A GM truck, SUV or van that shudders at 40-60 mph, runs an extra 200-300 RPM on the highway, or tries to stall when you roll to a stop may have a torque converter clutch apply problem. GM part number 24227792 is the pulse-width-modulated TCC solenoid used in the 4L60E, 4L65E and 4L70E family and in the heavier 4L80E and 4L85E. It is the part that controls how hard and how quickly the converter clutch locks, and it is one of the cheapest things to rule out before anyone talks about a converter replacement.
Early 4L60E units locked the converter with a single on/off solenoid, which made lockup abrupt. GM later added this PWM solenoid. The PCM pulses it many times per second and varies the duty cycle, and the solenoid in turn strokes the TCC regulator and apply valves in the valve body. The result is a converter clutch that ramps on gradually instead of slamming in. The on/off enable solenoid still decides whether lockup is allowed; the PWM solenoid decides how firmly it applies. When people say "the TCC solenoid" on these units, they may mean either one, so it pays to know which circuit your code points to.
Start with fluid condition, because debris in worn fluid fouls the small PWM valve. Then check the circuit electrically and watch the TCC command, PWM duty cycle and slip speed on a scan tool during a road test. If slip stays high while the PCM commands full apply, the problem is hydraulic or mechanical; if the commanded and actual values track each other until the solenoid drops out, the solenoid or wiring is suspect. Our 4L60E TCC solenoid and P0740 guide covers the test step by step. Be aware that converter slip codes such as P1870 are frequently caused by a worn TCC regulator valve bore rather than the solenoid; Sonnax and Transmission Digest both document this, and the 4L60E common problems guide explains how to tell them apart.
The 24227792 is listed for the GM 4L60E, 4L65E and 4L70E with 2003-up wiring, the 4L80E and 4L85E, and 4L30E applications that call for the PWM TCC solenoid. The same number also appears as an OE reference on some 1996-2002 4L60E solenoid kits. Because GM made running changes, compare the connector and body shape to the photos or the part number on your old solenoid, and send us the year and VIN if you are unsure. See the full range on the 4L60E parts page.
Drain the fluid and drop the pan. The solenoid is held in the valve body by a retaining clip and is spring loaded, so keep a thumb on it as the clip comes out or the internal valve can drop into the channel. Fit the new solenoid with a fresh O-ring lubricated in ATF, reinstall the clip and plug it into the harness. If the harness insulation is cracked or the terminals are loose, replace it with the Rostra 350-0061 harness with TCC solenoid on 2003-up units. For slip codes, pair this solenoid with the Sonnax TCC regulator and isolator valve kit. Install a new filter and gasket, refill with Dexron VI on the 4L60E family, and drive through several lockup cycles while watching slip on the scan tool.
| Part number | GM 24227792 (GM Genuine Parts, former ACDelco OE) |
| Type | Pulse-width-modulated (PWM) torque converter clutch solenoid |
| Fits | GM 4L60E, 4L65E, 4L70E, 4L80E, 4L85E, 4L30E |
| Codes addressed | P0741 (TCC stuck off), P0742 (TCC stuck on) |
| Material | Metal, machined finish |
| Dimensions | 3.1 x 2.1 x 2 in |
| Ships from | USA |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is the PWM (apply) solenoid. The on/off enable solenoid is a separate part and on many 4L60E units it is built into the internal wiring harness.
Sometimes, but P1870 is often caused by a worn TCC regulator valve bore. If the solenoid tests good, address the valve body with a TCC regulator valve kit.
Yes, the listing covers the 4L80E and 4L85E as well as the 4L60E, 4L65E and 4L70E. Match the part number or connector on your old solenoid to be sure.
If the converter clutch stays applied when the vehicle stops, the engine is effectively connected to the wheels and will stumble or stall. A stuck PWM solenoid or valve is a common cause.
Clear codes and drive through several lockup cycles at steady cruise. Watch TCC slip on a scan tool to confirm it drops near zero when lockup is commanded.
