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The 4L60E transmission came onto the scene back in 1992. It served as a replacement or an upgrade to the 700R4 transmission, which was also known as the 4L60 transmission. Both transmissions were mostly similar. But the major difference came from the upgrade coming from hydraulically to electronically controlled transmissions. The transmission which was developed and produced by General Motors/Hydramatic, became widely available in a large number of GM vans, SUV and truck applications. It was also available in many rear-wheel drive car applications too. Some of the most popular car applications include the Chevrolet Corvette, Camaro, Impala and more.
The Good And The Bad
The 4L60E can be classified into both an early version as well as a late version. Given such, the differentiation occurred in 1996. With many variations, the easiest to recognize externally is the removable bell-housing found on the late model 4L60E transmissions. As the arrived in 1996, it was not fully created in until 1998. With this transmission not as widespread as it once was, there are still some applications that GM uses for this 1998 transmission. This transmission can still be found in light-duty van applications and even in the overseas market in the Holden Commodore.
4l60e Transmission
The popularity of this transmission was based on many of the carryover features. The low speed performance capability was one of them. Additionally, the transmission also featured strong fuel economy performance. Then, there was the addition of the electronic control that improved the performance of this transmission tremendously. Given its performance, there were common issues with the transmission; the component’s ability to use the reverse gear was seen as a grave issue. This was generally caused by buildup of debris.
4L60E Performance Specs
The 4L60E transmission is equipped to withstand as well as a handle the max engine torque of 360 lb.-ft. Additionally, the 4L60E’s name states a tremendous amount about the transmission. The number 4 in the title indicates that the transmission is a 4 speed transmission. The L in the title signified that the transmission as an engine that sits longitudinally. The 60 in the name signifies that there is 6000 pounds of GVW.
Why Is The 4l60e A Bad Transmission? Is It The Worst Ever Made?
For many, the 4L60E transmission is a good transmission, but for others, it appears as if it is the worst transmission ever made. One GM owner stated: “My opinion is that the 4L60E is not the worst transmission ever made. Did you buy the truck new or used? If used, then one has no idea exactly what the transmission went through before you bought it.”
Another 4L60E owner added: “The 4L60E is as common as the TH350 except it is newer and bigger. No, its definitely not the most defective transmission on the road. Most all vehicle manufacturers have their “Problem children”. When I was at the Oldsmobile GMC dealer back in the 80’s it seemed that all I ever worked on was the 440T4. They would be lined up out the door and I made a ton of money on them. They were replaced by the 4T60 and 65E’s. Aftermarket has pretty much taken over with the 4L60E’s much like the TH350’s. There are aftermarket parts I prefer to use in my overhauls of these. GM had some design flaws in these which got corrected by GM and the aftermarket. I, personally would rather have a fresh built HD 4L60E any day than some of these newer models coming on the market.”
How Can I Tell If My 4l60e Transmission Is Bad?
When it comes to troubleshooting the 4L60E, you have to keep in mind that the automatic transmission (4L60-E) in your rear wheel drive GM vehicle will usually experience failure in one of two ways:
The Transmission Will Begin Slipping
- Internal mechanical failure will be the cause of transmission ‘slippage’.
- Your transmission fluid will appear at a low level. This is generally due to a fluid leak somewhere which will result in the transmission slipping.
Transmission Fails to Shift Out of Gear
- Generally, this problem will arise when the PCM will sense an electrical issue and commands the transmission not to move and stay in “limp mode”.
- While the transmission is in “limp mode”, the automatic transmission will fail to downshift or upshift.
How Long Do 4l60e Transmissions Last?
Poly bridge games online, free. Different 4L60 owners offer their perspective on the longevity of the 4L60e transmission:
Owner Number One:
4l60e Diagram Pictures
“It really depends who you ask. Some say it's on borrowed time, and others will say it will be fine as long as it shifts good and all. I'm somewhat in the middle. I'd be a little hesitant, but I also wouldn't be terribly worried of I drove it and it felt good with no slippage or harsh shifts.”
Owner Number Two:
“I have close to 300k on my truck back in the day before I sold it. [The] 4l60e from 1996 held up well. Reverse [kind of] was finicky, every now and then it would slip but had a good life. I honestly think around 250-300k it should be rebuilt if its original.”
Owner Number Three:
“To answer it in short, I took [$2000] put it aside for the [transmission], learned over the fourteen years I’ve owned it, [that it’s a matter of not if, it’s when]. [I changed] the fluid regularly and found adding a bottle of Lucas non slip is the best thing. Typically [I] think most that stuff is snake oil but I’m telling you it works, keeps solenoids from sticking too. I do it yearly. Don’t use [overdrive], unless you’re going over 60, you’ll get the same mileage and won’t be wearing the 3-4 out. I drive it easily in 1st till its in 2nd then slowly give it more throttle. Driving it hard that 1-2 shift seems to shorten life How do I know, I’ve been through 5 of these. Just my opinion. [My first transmission] lasted less than 100 miles. [The] last one lasted close to 100k [miles]. Seems most of these around 40-50 can go.”
Hope you make 300k. [If you do, I would be] shocked. Go easy on them they aren’t all that great, [in my opinion].”
Owner Number Four:
“I would be more interested in the number of shifts before failure. Wear in a transmission in my opinion- mainly occurs during shifts. Once the transmission is in a gear it should see very little wear. Towing and heavy abuse increases fluid temps and reduces lubrication resulting in more wear during shifts. Yes, clutches wear but that is mainly when they slip during application and release. So, to just go off mileage alone is probably not the best way to judge. A 4l60e that has 300k miles from towing between the coasts could be in better shape than one with only 50k miles on it that was stop and go with thousands of shifts per day.”
What Is the Difference Between A 4l60 And A 4l60e Transmission?
The biggest difference between the 4L60 and 4L60E is how both are controlled. For 4L60E control comes from a computer. For the 4L60, control comes form a TV cable. With one being controlled by computer and the other not, there are compatibility issues that the two have.
If you tried to put a 4L60E transmission in the place where a 4L60 once resided, prepare to buy an aftermarket transmission controller so that you can control it.
If you don’t, it will not know when to kick down, when to shift or the speed of the vehicle. The 4L60 transmission would require a custom bracket to hook into the TV cable properly. Additionally, when comparing both transmissions, they don’t also don’t have the same geometry for engaging the torque converter. As a result, you will need torque converters to accomplish engagement.
Similarities Between The 4L60 and 4L60E Transmissions
Sure, the 4L60 and the 4L60E have some differences, but there are some things that they share. Some of the similarities include:
- Both transmissions have the bellhousing bolt pattern.
- Both transmissions also use the same bolt pattern as well as the same transmission pan.
- They have the same length.
- Both the 4L60E and 4L60 have the same number of gear ratios as well as the same number of gears.
Common 4l60e Transmission Problems
Below is a partial list of some of the most common 4L60E transmission problems:
Slipping, Slow or No Reverse Available
Many owners find that the “lo-reverse” clutches are beat up or worn out. There is also a fluid leak located in the reverse apply circuit. Additionally, there is a broken sunshell.
The 1-2 shift is harsh and delayed
Not only do 4L60E transmission owners experience a delay or harshness in 1-2 shift, but there have also been reports of an inability to shift into overdrive.
The 3-4 Clutches Are Not Working and Quickly Worn Out
The 3-4 clutches are reportedly quick to wear out. So, as a result, they will need to be rebuilt after being removed. You can drive the car safely in 2 till you can get to a mechanic.
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Description
Our Pro Race Series transmission is the finest built street/race automatic transmission in the industry. These transmissions are tough and built to handle whatever you dish out. We incorporate all the updates and modifications to compensate for the problems and issues they were born with from the factory. We believe you will not find a better performance transmission anywhere!
Below are the details of our Pro Race (LEVEL-2) built transmission.
First, each core transmission is disassembled and carefully inspected. The case and hard parts are cleaned thoroughly and re-inspected for cracks, wear, or other damage before we begin. The case is specially prepared and a coating of and heavy duty, heat resistant, oil based enamel is baked on, creating a hard and durable glossy finish. The seals in the case are then replaced and assembly begins.
The rear planetary assembly and bearings are meticulously inspected, then assembled into the case along with heavy duty reverse friction and steel plates. At this time the center support and sprag (one way roller) are installed after being inspected for stress cracks and damage. In addition, dual bushings are installed in the rear sun gear to handle the extra weight of the beast sun shell.
Next, the sun gear is inspected and modified to improve lubrication to the rear planetary assembly. This allows oil to escape from between the bearing and the gear it rests against, feeding additional lube to the planetary gears. 1password onedrive. This is a huge improvement and virtually eliminates one of the most common points of failure for this type of transmission. In fact, contrary to common opinion, the rear planetary assembly in these transmissions is not, in any way, weak by design. Their failure is almost exclusively due to a lack of lubrication. When you see one of these with a damaged rear planetary, it will almost always be accompanied by the blue-black signs of excessive heat. Simply put, these planetary assemblies with good lube DO NOT EASILY FAIL; even in the most demanding environments.
We then replace the sun shell with a new heavy duty unit called (and deservedly so) THE BEAST, which far exceeds the factory component. THE BEAST is able to withstand the rigors of the street, the strip, or the mud; whichever is your pleasure. No matter how hard you beat on it, THIS SHELL DOES NOT BREAK!
Next, we re-inspect the front planetary assembles – measuring clearances and making sure everything is within our own rigid specifications before installing it and inserting the output shaft.
The front sun gear, like the rear sun gear, is then modified for improved lubrication and installed. Then the output shaft is set for the proper end-play.
We re-inspect the input drum before installing new rubber seals and a neoprene lubrication seal. Next, we install new heavy duty overrun friction plates, A BORG WARNER DUAL CAGE INPUT SPRAG ASSEMBLY, and carbon composite forward friction plates. These forward friction plates have a superior holding capability as well as improved ability to withstand extreme heat; when compared with the OEM friction plates. Since these friction plates must hold the power of your vehicle in every forward gear, they have to be tough enough for the job.
Finally, we replace the 3-4 clutch set with 8 high-energy Borg Warner friction plates and Raybestos steel plates to avoid heat burn and coning.
Next, we install the reverse input drum for the new Max Duty Performance Wide Band. This band has approximately 20 percent more surface area for holding in both second and fourth gears. This stronger 2-4 band will hold the torque during that tire chirping shift into second at full throttle in your performance machine.
We also install the *SONNAX BILLET * for maximum “apply pressure” in second gear and the Sonnax twin piston super servo for overdrive, providing an additional 30 percent holding ability in 4th gear.
Now we move on to the pump. It is inspected and modified to provide maximum lube to the planetary sets. We install a large boost valve suitable for the application. The vanes in the pump are carefully inspected for wear and replaced as needed. Steel pump rings are installed. The pump bushing is replaced with a Teflon bushing, and notches are made in pump surface to prevent its movement in even the most demanding high RPM or towing situations. This effectively eliminates front seal blow out. In addition, the front seal is installed with a special adhesive and seal retainer to eliminate any possibility of ever having a problem. The pump is the heart and soul of any automatic transmission, and we make sure it’s a healthy one. Max line pressure to between 210 and 225 PSI; which is dyno verified, of course.
The last section is the valve body. For this we use all we have learned over the years. Although most shift kits have certain distinct advantages, what we have learned is no one kit has all the best modifications… some parts we liked, others we didn’t. We took the best parts of each, and utilizing our own experience, created a set of modifications that is superior to all the others. We do not block accumulators, since the reason they exist is to prevent excessive shock to the transmission and drive train. With our transmissions, you will always have a solid, firm shift that will be linearly progressive. That means at light throttle you will feel a nice bump, letting you know the car or truck has shifted. As throttle is increased, the shifts will become more pronounced to the point of tire chirping in high performance vehicles or a firm shift at full throttle in a towing/hauling situation. It will not cause whiplash just cruising with your significant other or your grandmother around town, but will turn heads when laying it on the line.
We also eliminate the partial lockup function GM mistakenly engineered into the 4L60E transmission, thus eliminating converter shudder, premature converter clutch failure, and the well known code 1870, which causes high “line pressure”, no fourth gear, and teeth cracking shifts at low throttle. Lockup is either OFF or ON, not slipping off and on as it did with the factory PWM working. This does not affect performance, but it does have the added advantage of increasing low speed fuel efficiency, which at today’s fuel prices is like getting a bonus. In addition, this modification, along with others, allows us to use later valve bodies on older units to improve performance and increase interchangeability and reliability.
So there you have it. Our LEVEL 2 TRANSMISSION, designed to meet your needs today, tomorrow, and for many years to come!