RE4F04A Solenoid Kit 1992-2006, new other (see details) and ready to install. Fits the RE4F04A. Ships fast from the USA.
The RE4F04A is the Jatco four-speed automatic behind the V6 and four-cylinder engines in a long run of Nissan and Infiniti front-drive cars and vans: Maxima, Altima, Quest, Sentra SE-R 2.5, Infiniti I30 and I35, plus the Mercury Villager. When one of these starts shifting late, banging into gear, dropping into a single-gear failsafe or setting solenoid codes, the solenoid assembly on the valve body is a common culprit. This listing is a solenoid set pre-wired on its own internal harness, as pictured, so the electrical control side of the valve body can be replaced in one piece.
The RE4F04A has no throttle cable or governor deciding shifts. The control module fires shift solenoids to move the shift valves, switches an overrun clutch solenoid for engine braking, pulses a line pressure (EPC) solenoid to set clutch apply pressure, and controls converter lockup through its own solenoid. All of them sit on the valve body and are fed through an internal harness that passes through the case. When a coil opens, a plunger sticks or the harness insulation cracks from heat, the computer loses control of the gear it is commanding. TransGo's technicians single out the line pressure solenoid in particular, noting these units tend to need a new EPC solenoid around 70,000 miles and that it should be replaced on any overhaul.
Read the codes first; on 1992-1995 pre-OBD-II models use the Nissan self-diagnosis procedure for your car. Then check each solenoid's resistance at the case connector against the factory specification. Our guide to testing a transmission solenoid with a multimeter covers the method. If the readings are good but the transmission still slips or falls out of gear when hot, the cause is more likely hydraulic: TransGo documents 1-2 regulator valve bore wear and direct clutch seal problems on this model, which point toward a RE4F04A shift kit or a valve body rather than solenoids. Our guide to reading transmission live data helps you watch commanded versus actual gear and lockup slip.
This assembly is listed for RE4F04A transmissions from 1992 to 2006, but the RE4F04A was built in two main valve body and harness styles, and they do not interchange. According to TransGo's identification sheet, the A and V models (1992-1999 Maxima and Altima, 1993-2002 Quest and Villager, 1995-1999 I30) have internal solenoid wiring that extends outside the case. The B models (2000-2003 Maxima, 2000-2006 Altima and Sentra SE-R 2.5L, 2000-2001 I30, 2002 I35) have a harness that stays inside the case, and the two bodies also differ in on-off versus PWM lockup control. Match the harness routing, connector and solenoid count on your old unit to the photo before installing, or send us your year, model and VIN and we will check it for you. Compatible hard parts are listed on the RE4F04A valve body page.
If the pan shows heavy clutch material or the fluid smells burnt, a RE4F04A overhaul kit belongs in the cart with the solenoids.
| Fits | RE4F04A 1992-2006 |
| Part type | Solenoid Kit |
| Condition | New Other (See Details) |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Those are B-style RE4F04A units whose harness stays inside the case. The earlier A and V units route the solenoid wiring out of the case. Compare your old harness and connector to the photo, or send us your VIN and we will confirm the style before it ships.
It is the solenoid group pre-wired on its internal harness, as pictured, covering the shift, overrun clutch, line pressure and lockup control functions on the valve body. Match solenoid count and connector to your old assembly.
Third-gear failsafe means the computer saw an electrical fault. A failed solenoid or a cracked harness is the usual cause, so test resistance at the case connector before replacing anything else.
Use the Nissan ATF specified in your owner's manual for your model year and check the level with the fluid hot.
Replace the pan gasket and filter, and inspect the valve body for worn bores. On high-mileage units a shift kit addresses the known 1-2 regulator wear, and a full overhaul kit is the answer if the fluid is burnt.
