Transmission Garage

4L60-E Tech

Friday - 10 24, 2014

4L60-E Tech

The Transmission Garage specializes in late Model (99-08) 4L60E and 4L65E transmissions. We are not limited to this specific transmission rebuild, we just guarantee to have the parts for this specific unit on hand.

4L60-E Tranmission

The 4L60-E is an automatic shift, four-speed overdrive, longitudinally positioned transmission.

The 4L60-E name describes the units specifications:

  • 4-speeds
  • Longitudinally positioned
  • 6000 lbs. GVW
  • Electronically controlled

The transmission sees factory service in trucks up to 8600 lbs.

The 4L60-E has remarkable strength. The 4L60-E is capable of transmitting power from both truck and performance car applications.

The 4L60-E is found in nearly every GM rear-wheel-drive application, including the C/K Truck, S-10, Sonoma, Jimmy, Tahoe, Yukon, Astro, Safari, 1500, Suburban, Bravada, Firebird, Escalade, Blazer, Express Van, Avalanche, Camaro, and Corvette.

In the begining, God created the turbo 350, then turbo 250, 700R4, 4L60-E, and then the 4L65-E.

Before the Late 4L60-E transmission, there was the Turbo 700R, which was introduced in 1982. The 4L60-E is GM's continuation of the 700R4 introduced in 1982. The 4L60-E is the "E"lectronically shift controlled version of the 4L60.

The first "E" 4L60 was introduced in 1993, this early model was changed in 1995 to include a PWM pump. The solenoid configuration was changed in 1996, and this currently is the way the electronics are configured. The Late 4L60-E was released in 1997 and fully phased into wide use through GM by 1998 in both RWD car platforms and trucks in both 2WD and 4WD configurations.

Mechanically, the transmission's power transmitting core is the same as its predecessor, but the valve body and actuation system for the clutches, bands, etc. are controlled by electronic actuators and solenoids. A Vehicle Speed Sensor (VSS) is used as the primary feedback sensor, which feeds the PCM or ECM the data to make shift decisions.

4L60-E Tranmission

The Late 4L60-E transmission (pictured left) has a three piece case of cast aluminum alloy; bellhousing, main case, and tailhousing. GM shortened the unit to 21.9" long - equivalent to a manual transmission of 15.4".

The input shaft has 30 splines. The transmission typically has pinned flare & o-ring fittings on the passenger side for the cooler lines. The transmission has a square deep oil pan.

The key distinction of the Later 4L60-E (1997-2006) from the Early 4L60-E (1993-1997)(pictured left) or 4L60 (1990-1992) or 700R4 (1982-1989) is the six-bolt "hex" rear output or tailhousing / adapter pattern. The previous versions featured a four-bolt square bolt pattern at the adapter or tailhousing. The removeable bellhousing is also another distinguishing feature from 1997 to present.

Two-wheel-drive versions have tailhousings and a longer output shaft than four-wheel-drive versions, which have a shorter output shaft with the appropriate transfer case adapter.

The transmission weighs 145 pounds dry, and 160 full. It requires 11.4 quarts (11.81" torque converter) of Dextron III fluid. Deep pan versions require as much as 14 quarts.

The bellhousing changed with the new 5.3 engine (as you can see from the pictures below). The top pic is the old style bell housing that mates to the old style 5.7 engine. The bottom picture goes to the newer 5.3 engine. The differences are which holes the bellhouse uses to bolt the transmission to the block. The newer 5.3 bellhousing is also deeper and takes the b-85 converter rather than the b -29 torque converter.

Old Style 5.7 Bell Housing for the 4L60-E Transmission. New 5.3 Bell Housing for the 4L60-E Transmission

Some information above referenced from http://www.novak-adapt.com/knowledge/4l60e.htm.

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