RE4F04A Pressure Control Solenoid 1992, new and ready to install. Fits the RE4F04A. Ships fast from the USA.
This part is for the earliest RE4F04A, the Jatco-built four-speed automatic that went into the front-drive Nissan Maxima for 1992 and then spread through the Altima, Quest, Infiniti I30 and Mercury Villager through the 1990s. If a 1992-era RE4F04A is slamming into gear, shifting late and hard at every speed, or going soft and slipping between gears, the line pressure solenoid is one of the first suspects. Note what you receive: as the photo shows, the pressure control solenoid comes as a new assembly already on its internal wiring harness, together with a bracket-mounted solenoid group and a separate solenoid on its own lead, with the harness connector that passes out of the case. That suits the early valve body, where Nissan ran the solenoid wiring through the case wall.
The RE4F04A uses no throttle cable to set line pressure. The control unit reads throttle position and road speed and pulses the line pressure (EPC) solenoid, which in turn biases the pressure regulator in the valve body. More current or less current changes how hard every clutch and band is applied. If the solenoid sticks, loses coil resistance or its harness breaks down, pressure either runs away high, giving bangs and drum stress, or falls low, giving flare and slip that burns frictions. TransGo's kit instructions for this transmission are blunt about it: they call for a new EPC solenoid on every overhaul or repair, say these units tend to get in trouble around 70,000 miles, and warn that runaway line pressure is behind clutch drum blowouts and planetary failures on this model.
Run the Nissan self-diagnosis for your car to see which solenoid circuit is flagged, then check the resistance of each solenoid circuit at the case connector; our guide to solenoid testing without a factory scan tool explains how to do it on an older vehicle. Do not skip the inputs. Transmission Digest notes that on these Nissans a throttle WOT/idle switch stuck closed, which lives in the throttle position sensor, commands high line pressure and very late upshifts in every range, which feels exactly like a bad pressure solenoid. Fix that first. If both the switch and the solenoid test good and the trans still slips, the problem is likely internal; our shift flare versus slip guide helps separate a pressure issue from worn clutches.
Listed for 1992 RE4F04A. TransGo's identification sheet divides the RE4F04A into the A and V valve bodies, where the internal solenoid wiring extends outside the case and lockup is on-off (1992-1999 Maxima, 1993-1999 Altima, 1993-2002 Quest and Villager, 1995-1999 I30), and the later B bodies from 2000, whose harness stays inside the case and which use PWM lockup. This assembly is the external-harness style shown in the photo, so it is not for a B-body car. Within the A and V group, compare the connector, wire count and solenoid layout on your old harness with the photo, or send us your year, model and VIN to confirm. Other parts for this transmission are on our hard parts page.
| Fits | RE4F04A 1992 |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
As pictured, it is a new assembly with the solenoids already mounted on the internal harness, including the connector that passes through the case. Compare it with the photo before ordering.
No. TransGo identifies 2000 and later RE4F04A units as B bodies, with the solenoid harness kept inside the case and PWM lockup. This assembly is the early external-harness style.
Not definitely. A throttle WOT/idle switch stuck closed causes high line pressure and late upshifts in all ranges on these Nissans. Check that switch at the throttle position sensor before replacing solenoids.
TransGo recommends a new EPC solenoid on every RE4F04A overhaul or repair, notes they tend to fail around 70,000 miles, and links runaway line pressure to drum and planetary failures.
New solenoid and case O-rings, the correct Nissan ATF and a filter. If the valve body has 1-2 regulator bore wear or the trans has slipped, a shift kit or overhaul kit belongs in the same repair.
