There are 6 15mm bolts holding the transfer case on the rear of your 4l60e. Step 5: Remove bolts holding the transfer case to the back of the transmission.
4L60E TRANSMISSION REMOVAL HOW TO
How To Remove Transfer Case From 4l60e Learn How To Remove The Transfer Case From Your 4×4 4l60e Transmission … Need to remove the transfer case in your 4l60e equipped truck? Don’t worry if this is … Make sure your jack is ready to take the weight when you get the tranny s…Ģ. Use it as a wedge to pry the tranny from the engine. you will need to get that flathead screwdriver you used for the converter. Step one: Chalk the front tires and jack up the rear of the car.ġ0.) Once you got all the bellhousing bolts out the trans will be probably stuck to the engine. Step by Step How to remove 4l60e transmission!! – LS1TECH Before messing with anything always, ALWAYS disconnect the battery. Step by Step How to remove 4l60e transmission!! – LS1TECH The most popular articles about how to remove 4l60e 4×4 transmission 1. m) of torque.Image for keyword: how to remove 4l60e 4×4 transmission.Five-pinion front and rear planetaries, along with an additional 3/4 clutch allowing 7 clutches in the input housing and induction hardened input shaft assembly, were improved to withstand up to 380 ft By activating and deactivating the solenoids in a predetermined pattern by the PCM, 4 distinct gear ratios can be achieved.Īn updated 4L60-E, the 4L65-E (RPO M32), was phased in the 2001 model year when coupled behind the 6.0 Vortec. The 4L60E family of transmissions use 2 shift solenoids, initially called Shift Solenoid A & Shift Solenoid B, later changed to comply with OBDII regulations to 1-2 Shift Solenoid & 2-3 Shift solenoid. The 4L60E is rated to handle up to 360 ft
Beginning in 1998 a new 300mm torque converter with improved higher-capacity internals, 300mm style input shaft, and 300mm style pump was also introduced on models coupled to a Gen III Small Block. In 1996, a bolt-on bell housing was phased in (along with a six-bolt tailhousing) for S-10 Trucks and S-10 Blazers and beginning in 1998 for all other applications. Other elements of the 4L60-E design were strengthened when the 4L65-E was introduced, but these were incorporated into the 4L60-E in 2002. The 4L60-E and 4L65-E were mostly built at Toledo Transmission (Hydramatic) plant in Toledo, Ohio.ĤL60E and 4L65E are differentiated mainly by the number of pinion gears in their planetary gearsets: The 4L60-E has four, while the heavy-duty 4L65-E has five. It is an evolution of the Turbo-Hydramatic 700R4, originally produced in 1982.
4L60E TRANSMISSION REMOVAL SERIES
Designed for longitudinal engine configurations, the series includes 4 forward gears and 1 reverse gear. The 4L60-E (and similar 4L65-E) is a series of automatic transmissions from General Motors starting in 1993. Every transmission is cold and hot tested before shipment. Heavy-duty recalibration kit installed to reduce slippage and increase durability.Ĭomplete road simulation using a dynamometer testing program called C.A.R.S. Modifications include updates to servos, the PR system, and valve body accumulators. Upgrades exceed OE requirements and eliminate the possibilities of front seal leaks, premature bushing wear, and vibration.Īll new, bushings installed in key locations to improve internal fluid flow control and fluid pressures.Ĭomplete system correction and recalibration kit installed to address several OE flaws. Remanufactured and improved torque converter tested for leaks, concentricity, and balance. Remanufactured valve body, with complete system correction and recalibration kit, improves pressure control and shift quality. Remanufactured pump, with new line bore bushings to eliminate leaks and provide superior flow and durability.
High Energy 3-4 clutch pack, upgraded from 6 to 7 clutches to increase durability and torque capacity. High Energy 2-4 band installed to increase durability over the OE design. Sun Shells updated to the latest, stronger, and more durable design, eliminating common OE failures. Tru-Flat stator qualification and machining process. TCC control valve, TCC regulator valve, and Actuator Feed Valve updated to address common wear problems.ġ-2 Accumulator Pistons, upgraded to aluminum, replace the OE plastic pistons that can cause premature clutch failure. Oversize PR valves utilized to restore hydraulic integrity
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