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Learn more about Amazon Prime. Get free delivery with Amazon Prime. Back to top. Get to Know Us. Amazon Payment Products. English Choose a language for shopping. Amazon Music Stream millions of songs.Modern automatic transmissions use hydraulic fluid, which is activated by solenoids, to shift gears. In the 4L60Eshift solenoid problems can cause a lot of trouble. The purpose of this article is to help you identify 4L60E shift solenoid symptoms. It means electronic control. The shift solenoids are the means by which this control is physically achieved within the transmission.
Shift solenoids are relatively basic in design and principal. Simply put, the shift solenoid has a spring loaded plunger inside of it that will move transmission fluid in and out of different parts of the transmission. This action makes the transmission shift into different gears.
This is due to the fact that the transmission fluid cannot be rerouted to the part of the transmission that would be making the next move.
To put it simply, it is stuck doing what it was doing when the solenoid failed. The transmission will skip gears. In this situation the transitional will remain a neutral regardless of what gear you put it in. Most of the problems that occur with a 4L60E shift solenoid are caused by the coil wire going bad in some way. It can go bad in a couple of ways. The plunger can also get stuck.
You can test the solenoids with an OHM meter. You should be looking for ohms of resistance. If no resistance is found, than you know that the solenoid is bad, and that it is broken. Unlike when the shift solenoids are melted or broken, a stuck plunger can be repaired. Shift solenoids are not expensive.
Remember me. Log in. Forgot password or user name? Posts Latest Activity. Page of 1. Filtered by:. Previous template Next. Only once once threw the P code. So I talked to a guy at the local trans shop really local and really small, one guy fiddlin with his own jeep about having a Sonnax TCC valve kit installed.
The guy was familiar with the 4L60E and the Sonnax kit, and has the equipment to ream the valve body and install it. He said he used to use the sonnax valves before - but now he just blocks the valve. With a piece of brake hose in there somehow, I am not that familiar with transmissions so he kinda lost me in the description.
4l60e TCC Complete Overview
Basically, he said, it is then either on or off, no more PWM, and the problem solved because no more valve.This is a complete electronic kit for and 4L60E valve bodies with all new replacement solenoids and wiring harness. We keep all our 4L60E electronic kits in-stock and ready to ship.
You have the option to add a filter and gasket to any of our 4L60E master electronic kit options for a discounted price. Please select the right filter style for your vehicle. If you are not sure if your 4L60E transmission has a shallow or deep style oil plan click on the link below to help figure it out.
This kit was everything I needed to get the job done in one shot! There was no guessing if I had the right solenoids or not.
I tried looking all the parts up on my local parts store website, but there were too many options that you wouldn't know until you had it all apart to match them up.
Great job putting this kit together! Love the product had everything I needed in one package very convenient fast. Created with Sketch. Toggle menu Login or Sign Up 0. Las Vegas Warehouse. Master Rebuild Kits Overhaul Kits. Filter Electronic Swap Kits.
Technical Repair Manuals Valve Bodies. Transmission Tools Valve Bodies. Shift Kits Valve Bodies. Valve Bodies. Bushings Snap Rings Sprags.There is a solenoid in your GM converter that causes the the torque convertor clutch TCC to engage and disengage. This lets the torque converter lock in "gear" or unlock out of "gear. If the TCC fails to disengage when the vehicle comes to a stop, the engine will stall. Before attempting to diagnose converter clutch electrical problems, mechanical checks such as linkage adjustments and oil level should be performed and corrected as needed.
Generally, if you unplug the TCC solenoid at the transmission and the symptoms go away, you have found the problem. Sometimes this can be misleading, because you don't know for sure if the cause is a bad solenoid, dirt in the valve body, or a bad signal from the ECM.
The only way to know for certain is to follow the diagnostic procedures outline below. If you follow the test step by step, you will be able to determine the exact cause of the problem. These tests as outlined in the General Motors repair manual can be performed by a competent home mechanic, but proper care must be taken to perform the tests in a safe manner. That means the drive wheels must be raised off the ground and the engine and transmission run in gear.
Support your vehicle with jack stands. NEVER run the vehicle in gear when supported only with a jack. Chock the drive wheels and apply the parking brake. Before you begin this test, use a test light or multimeter to check for 12 volts to terminal A at the transmission. Once you've done so successfully, you can proceed with the following steps:. Most quick methods of testing can be done at the ALDL, which is the plug interface that your factory-like diagnostic tool plugs into.
This will allow you to do most of the electrical checks from the driver's seat and save much valuable diagnostic time. While the tests outline above can be performed by the competent home mechanic, additional tests recommended by GM require that the transmission be opened and the valves be physically inspected. I do not recommend that you do this. If your vehicle passes the above tests but the problem persists, then it's time to bring it to a shop and have the internal parts checked for proper operation.
Matthew Wright. Matthew Wright has been a freelance writer and editor for over 10 years and an automotive repair professional for three decades specializing in European vintage vehicles. Updated December 03, Remember Me? What's New? Results 1 to 6 of 6. Thread: 4l60E TCC slip problems, is there a way to tune it out. Thread Tools Show Printable Version. Thats not hot by any means, but it is consistent.How to test shift solenoid 4L60E
Under a partial load the TCC slips when cruising up a hill or under throttle, which makes the temp rise even more. Even if I lock it manually with diagnostics in scanner it still slips under a load. I know its a smaller converter but at some point trailblazers had to pull a load as heavy as my Denali is unloaded.
Any ideas? Its a 4l60e in silverado 4x4. The seam in the snout from manufacturing split and would close back up when it was cold. Of course you'll have to change the whole wiring harness in the transmission to fix this as the TCC solenoid is the only solenoid in a 4l60e without a connector on it, that is its directly wired to the harness unlike the shift solenoids.
This is that little bastard. I can't see your pic but I do know what solenoid you mean. They make a replacement that is aluminum by Sonnax with anti drainback valve, but it requires pump removal to insert an orifice cap. Maybe I will splice in a new OEM replacement. Thanks for the advice. Did it work fine and just slip under a load once hot with yours? Yes its exactly what it did.
At first it would only do it pulling a trailier down the highway in overdrive then it got to the point any time trans temp went above i would loose lockup. Cold it worked fine. And on mine it wouldn't even attempt to lockup after it got hot, slip RPM wouldnt change at all between locked and unlocked.
The TCC valve actually controls your trans cooler flow which is your lube circuit for the planetary sets. So if that TCC valve isn't stroking all the way and gets stuck "in between" the lock and unlock circuits you lose all lube and cooler flow and the thing melts to the ground. If you buy the internal wiring harness for a 4l60e it comes with the new TCC solenoid.
I have to ask is it throwing the dreaded p trans component slip code? Replaced both the lockup solenoid with the snout that goes into the pump and the pwm solenoid. It still slips. I was hopeful because I couldnt blow through the old one black and I could blow through the new one white with it deactivated, but maybe its an anti-drainback design or something. Found some black material in the pan, and some shiny aluminum particles but the trans still doesnt slip under WOT with converter unlocked or locked when cold.
I assume this is from the rebuild as I put in new bushings and something has to wear somewhat when its tight. I also built my stack pretty tight because I heard they spread after break-in, so maybe some material there.
I honestly think maybe its the lockup clutch material though, which means the converter might be shot. No code btw. I have videos of it doing this if that helps.I love using AfterShip, it's a great app and i recommend this to all E commerce Owners, the way it manages my tracking d.
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GM Convertor Lock-Up and the TCC Solenoid
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4L60E Shift Solenoid Symptoms and Diagnosis
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