WWW.ALL-TRANS.

BY

Identification

4L60E
4L65E

Looks like a 700 but there is a 10 or more

pin wire connector, page 2, and no TV cable.

Most 1997up models have

removable bell housing
Pressure Port

Pressure: In drive pressure should be 55-65 PSI

min. and 170-190 PSI max. In reverse pressure
should be 64-75 PSI min. and 300-325 PSI max.
With Shift Kit: D min 78-86 Rev Min 96-106

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Identification
Connector

Note: 1998 and later C & K trucks and G vans use a

deep pan and filter assembly. If the early shallow filter is installed it will fall off causing low pressures
and slippage. Check clearance between pan and filter. The pan is what retains the filter.

We really love this trans

When one drives up we bow down.
The SK kit FIXES red light, 1-2 bang,
1870 Code and the harmonics that
wears out bores. It will go till it gets an
un noticed leak or a needle bearing
surrenders.

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Fast Reference

Low Roller Clutch

Hold

Hold support, inner race

should freewheel in the
direction of the arrow.

One-way clutches must freewheel in the proper direction and lock in

the proper direction. They should also be checked for spring load or
tension. While rotating the races in the freewheel direction they
should have some drag. This is checking the springs that load the
roller or strut. There should be some drag in the freewheel direction.

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Fast Reference

Forward Sprag

With inner race held, the

outer race should freewheel
in the direction of arrow.
Hold here

Sprag installed backwards will

cause no movement in D4 or
D3. It will start off in L2 position
or low. It will lock down on the
3-4 shift burning the band.

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Fast Reference

SK FIXES 1870
and Rough 1-2
Air Check Input Drum
Install Sun Gear into the sprag/diode.
Blow air into the front feed hole-OR.
Sun Gear must lock in both directions. Air out of the Fwd hole is OK.
Blow in middle Fwd hole. Gear must turn freely in direction of arrow CCW and must not turn the other way. A small amount of air can
escape where shaft enters alum, but must not blast out.
Blow in the rear 3-4 hole. The 3-4 clutch will apply.
1. Look into the front of drum and see how much air is leaking
where the shaft enters alum.
It is OK for a small amount to be bubbling out but not a blast.
2. With 3 layers of shop rag cover the 3-4 hole with your thumb.
Blow into FWD hole. 3-4 clutches must not apply

3-4

Fwd

OR

Look for leaks where

shaft enters Alum.

Sun Gear Rotation

With Fwd applied.

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Fast Reference

Air Checks Case

Reverse
3-4 Clutch
Fwd. Clutch

6
Overrun Clutch

Ball not necessary, but aggressive reverse can occur

without it.

TCC Screen

3rd accum ball capsule assembly must seal well. Use punch to
rap ball against seat, then check with solvent. A slight leak is
OK. When air checking with 2nd piston installed, air must not
blast out into the gear train. But a small squirt of air is OK.

.250 ball

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Fast Reference
Piston
YELLOW

4th Accumulator
1. Remove and discard original spring.
2. Install YELLOW spring into case
3. Install 4th accumulator piston as shown,
even if it wasnt that way originally. Its OK.

Check Band Clearance

goes
Case Checkball
in the case here.

Through opening in case, with a

skinny screwdriver make sure the
band wiggles on drum front to rear.
1/8 to 3/16

WARNING:
A 10 MM
B

Wrong bolt locks gear train.

Install bolts like this:

Prox 2.7 long

3 A bolts

Prox 2.27 long

3 B bolts

8MM
Prox 2 long

C 10MM

9 C bolts
Prox 1.58 long

D 10MM

SK 4L60E-L 9 Mar 05

2 D bolts

TransGo 2002

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Fast Reference
4T60-ACM

440 2nd-4th

4T60-ACM2

4T65-ACM

All models: 2nd & 3rd Kit

2nd & 3rd

4L60-2ACM

4L65-2ACM

4L60E-FWD

1995-2002

2003-2005

1993-2005

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Fast Reference

3 TransGo separator plates replaces over

40 original part numbers. T-Go plates are
Tempered for long life and plated to prevent rust and ageing. Three on your shelf
will fit everything that comes in the door.
Yea, Go Team Go!

TransGo
Numbers

Year
Part #
1996-06 = 4L6-Plt-96
Has C. No A or B.
9
Hole Worn? TransGo
has new tough plates.

1995 = 4L6-Plt-95
Has C & B. No A
1993-94 = 4L6-Plt-94
Has A & B. No C

C
A

TransGo
Tough

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Fast Reference

This is the START to really FIX this trans

FIXES Rough 1-2 and Codes 1870

Lets you use cross mixed accumulators and accumulator valves and still
get great shifts and outstanding life.
Corrects/Reduces/Prevents
Trouble Light --P1870 Code---Brutal 1-2 shift

Bump-Bump 1-2-1-2-1-2 or 2-3-2-3-2-3 Bumps.

Converter Slip Shudder---Burnup---Erratic Pump Slide
bounce that Wears out pump and valve bores.

Upshifts and Kickdowns that are Short,

Crisp and Smooth Total Comfort.
Your Customer will know you FIXED it.
10

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Fast Reference

Hard working truck and all Hi-Perf Uses

This is the Kit You Need along with a Corvette piston, if trans doesnt have one.
Every time I find a good running engine
with this kit behind it, I AM impressed.
Gil
Also available is a Stick Shift Version4L60E-3 that does not need a computer.
Makes Duck Soup out of Transplants.
11

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Fast Reference

Valve body Bolt Length

Hold down plate not
flat, will burn Low
and Rev Clutches.

Note locations of
clips and brackets

Long bolts installed in this area hit and locks the

gear train. Wont Move. See Next Page.

12

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Fast Reference
Pressure manifold switch
3-2 control
solenoid

Shift Sol A

C
B

C
B

Shift Sol B

C
D

Pressure control solenoid

Solenoid Bracket

PWM solenoid: 1993-94 models did not have solenoid here.

A
10 MM 3 bolts

Notes: Install all solenoid

clips from this side of the
valve body. If this is done
the valve body will not
have to be removed to
change a solenoid.
Dont mix 4l60E solenoid
bracket with the 4l80E solenoid bracket. They do
not interchange. even
though they look similar.

B
C

Prox 2.7 long

8 MM 3 bolts
Prox 2.27 long
10 MM 9 bolts
Prox 2 long

Prox 1.58 long

13

10 MM - 2 bolts

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Pump and Stator

Pump

On-off web layout is different than the PWM style and

does not interchange. This
type pump casting will interchange with the T-700R4.

On-off lockup type.

1993-94

Converter passage goes to

the bolt hole.

Check this body

for cracks here.
And around the
bushing.

14

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Pump

On-Off Stator

Converter passage goes to

the bolt hole.

1.005x474x40

Lockup Valve: on-off type

1.060x354x030
Converter clutch valves are different between the
on-off type and the PWM type. Be careful not to mix
these between the types of stator bodies.

15

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Pump
Late PWM pumps no
longer have PWM
cast on them.
Check the passages
as shown below.
PWM

PWM layout is different. Wont

interchange with on-off pumps.
Mixing pumps and stators can
cause killing engine and
burned up gear trains.

PWM lockup type

bolt hole.

T-Go PK Kit

Hardened Steel
rings. New Spring.
Converter passage goes past
the bolt hole.

16

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Pump

PWM Stator

Converter passage goes past

the bolt hole.

1.225 x .505 x .041

PWM Lockup Valve.

1.180 x .405 x .035

Using an on-off lockup valve in this PWM body causes a severe
lube shortage and will burn up the gear train in very short miles.

17

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Pump

Pressure
Regulator
Assembly
Pump Cover
Stator Support

Pressure
Regulator
Valve

Bumper

Some early models may

not have a flat place on
this land. If not, then
grind flat place as shown.

Shift Kit EPC Screen Fix

1.180x425x062
Shift Kit has ORANGE
Springs here.

Large screen in VB plate. Sides of screen

suck together causing low line pressure at
high throttle. Burns up clutches and band.
Wire Spacer keeps the screen sides apart.
Additional safety: Drill four .040 to .047 holes
thru top of screen.

Boost
Valve

Restricted

Normal
Flow

1.626x651x053
Check the Boost
Bushing for wear.

DRILL

TransGo has .500 diam valve that

produces 230-240 psi Max line.

Boost
Bushing

Do not enlarge
the feed holes.

18

WIRE SPACER

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19

19

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Valve Body

VB Complaints and Misassembly

Clips

Must be flush.

Push shift solenoids all the way

against valve body until bottomed
out, then install the clips. Clips will
install in the wrong grove and the
solenoids will not be bottomed out
against valve body.
The TCC/PWM and 3-2 control
solenoids should have their clips
installed from this side of the
valve body. This allows for a solenoid change without having to remove the valve body.

These ports on sleeve face the case.

1-2 accumulator Valve
Alum
Plug

1st design Bushing

Aluminum plug installs
before the roll pin with
recessed side outboard.

Pan side of V/B

2nd design 1-2 accumulator

sleeve can be installed upside
down. Notice correct direction
the sleeve faces.
A very rough 1-2 and 3-4 shift

Pan side of V/B

20

V/B

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Valve Body

Mismatch: Case-Manual Valve-Valve Body

No notch manual valve goes

with a non-ported valve body.

Notch type manual valve goes with a

ported valve body 1996 and later.

21

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Accumulators
Any Accumulator assembly works
OK with T-Go Valve Body Kits.

1st Type
Install as
shown.

3-4 Accum Piston.

Ledge here.
.309 hole.

Check for pin wear.

Legs

1.210x503x156
Some 93 models
NO Spring here.

Alum Pistons are available

1.243x998x156

#4L60E-2ACM
2nd Type

#4L65E-2ACM
3rd Type

1st Type
Pin .309

Flat here.
.236 hole.

Legs

No legs.

Hello Mechanic:
The 1st type is the same
as 700. With SK Kit
springs it works great in
all 4L60E models.
Thanks for Listening,
The Tech Team
Pin .236

One .485
deep pocket.

Pin .236
Inner and outer
spring pockets.

22

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Electrical
N Range signal A

U TCC PWM grnd 95 and

later, but not some 99 up.

N at switch

T TCC Sol Neg

M Temp Neg

Pin P
Range signal C
P at switch

L Temp Pos

Pin S
Pin E

3-2 control
Sol. Neg.

Common Pos.
Shift sols.,
TCC sols.,
3-2 control Sol.
No voltage
causes 3rd gear
starts, check for
blown fuse.

Pin R
Range signal B
R at switch

D Press sol Neg.

C Press sol Pos.

A Sol Neg
B Sol Neg.

Interchange Notes:
Using the late PWM trans. in an early vehicle works. The TCC PWM solenoid will
not be hooked up so no converter apply
will occur, so a Shift Kit must be installed.
The early trans. installed in 1995 and later
vehicle does not work.

Solenoid Firing Order

Gear Solenoid with volts
A&B
1st
2nd
B
rd
3
None
4th
A

A&B shift solenoids are normally open and measure 18 OHMS.

Pressure control solenoid is normally open and measures 4 OHMS
TCC solenoid is normally open and measures 20 OHMS
3-2 solenoids normally closed. 93-95 10 OHMS, 96up is 20 OHMS.
TCC PWM solenoid is normally closed and measures 10 OHMS.

23

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Valve Body
Modified reverse
Fix kit type plate.

Normal

Machined: Below Flush

GM offered modified plate to improve rev exhaust. You may find

this plate in 93 and 94s. The
modified plate required that a
web be machined below flush
with a rotary file where shown.
part of the package. Gaskets are
not available for this plate. Standard gaskets must be cut with a
razor to match the rectangular
hole in plate. Separator plate can
be replaced with normal plate,
works with MACHINED case.

Inspect the whole case for cracks, especially in this area.

Cracks in this area may cause low & reverse clutch to burn up.
This is an area of poor valve body gasket impressions and
cross leaks that can cause different types of complaints.
Condition worse on 4X4,s but happens to 2 wheel drives also.

24

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Electrical

Codes and Connections

F E

C B

1993 to 95
DLC / ALDL
CONNECTOR
G

Terminal Identification
A = Ground
B = Diagnostic Terminal
C = Air injection (If used)
E = Serial data line (If
used)
F = TCC (If used)
G = Fuel pump

Codes can be retrieved by using a scan tool or manually retrieval. To retrieve codes manually the check engine or malfunction indicator lamp
(MIL) must be on indicating codes. To retrieve codes turn key to ON position and then use jumper wire connecting pins A and B. The MIL will
then flash codes. A long flash indicates 10 and a short flash indicates a
1. Example two long flashes and four short flashes would indicate a code
#24. Sometimes MIL will be on and a scan tool finds no codes. Then a
manual code retrieval method is done and codes will flash.

Trouble Code Definitions

Code #NO.
Affected circuit
12 No RPM reference (normal)
14 Coolant temp. sensor signal low
15 Coolant temp. sensor signal Hi
21 TPS signal voltage high
22 TPS signal voltage low
24 Vehicle speed sensor
28 Trans range pressure switch
37 TCC brake switch error
38 Brake switch error
43 Knock sensor (back of block)
53 System voltage high
58 Trans temp. sensor- high temp.
59 Trans temp. sensor- low temp.
72 Vehicle speed sensor loss

25

Code #NO. Affected circuit

73 Pressure control solenoid
74 Traction control volts low
75 Trans voltage low
79 Trans fluid over-temp.
80 Trans component slipping
81 2-3 shift solenoid (B)
82 1-2 shift solenoid (A)
83 TCC PWM solenoid
84 3-2 control solenoid
85 TCC stuck on
90 TCC solenoid circuit
93 Pressure control solenoid
96 Trans voltage low

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Electrical
Transmission pressure switch assembly
must have good sealing o-rings on the bot-

Caution:

Filter

High limp-in line pressures with no codes is common with this trans.
Usually only the 1-2 shift becomes very rough, the other shifts feels
about normal even under the high line.
Use a pressure gauge to see the elevated pressure, not more than
75 PSI at lift throttle. If pressures are more 75 PSI at lift throttle work
on electrical.

26

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R
P
N

D2

LOW

D4

A = REV.
B = PARK
C = NEUTRAL
D = TEMP LO
E = TEMP HI

A
B
C
D
E

Temp.
low

Temp high

D3

Reverse

The pressure switch is used to signal the manual valve position to

the PCM. Fluids are routed to the pressure switch depending on
manual valve position where they open and close the individual
pressure switches. This provides a signal to the PCM indicating the
gear range position of the manual valve. The combination of open
and closed switches determines the voltage present at the three
pins P R N in the connector. An open circuit measures 12 volts and
a grounded circuit measures 0 volts. Refer to
On scan tools reads:
the chart below for the various conditions.
A

Range
Indicator

Oil Pressure
REV

D4

D3

Trans. Connector
D2

LOW

Park
Reverse

Neutral
(D)

D
2

X
X

X
X

X = Oil Pressure Present

27

Pin N

Pin R

Pin P

12

12

12

12

12

12

12
12

12
12

0
12

12

12

Expected Voltage Readings

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Electrical

Temperature Sensor (resistor)

Terminals
Transmission fluid temperature (TFT) sensor is a negative thermistor that is a part of the pressure switch. The TFT sensor controls signal voltage from the PCM. The PCM sends a 5 volts reference signal to the sensor on TFT sensor signal circuit, when sensor is cold
sensor resistance is high and PCM detects high signal voltage. As
transmission fluid temperature increases, sensor resistance decreases and voltage decreases. At normal operating temperatures of
212 F. (100 C) voltage is about 1.5 2 volts.
The PCM measures this voltage to help control TCC apply and line
pressure. The PCM inhibits TCC apply until transmission fluid
reaches 84 F. When fluid temperature exceeds 275 F the PCM
commands TCC apply at all times in fourth.
Note: Applying TCC reduces fluid temperatures created by the fluid
coupling in the converter.
Temperature to Resistance Values
Temperature Fahrenheit (Celsius)
across terminals
212f
158f
95 f

(100 C)
(70 C)
(35 C)

Ohms measured
177
467
1802

28

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2nd & 4th Pistons

4th servo cover

4th apply piston

Tall ridge on piston

faces 4th cover.
Pin ID grooves
located here.

Inner cover

1.130x1.128x105
2nd apply piston

2-4 Servo Pin Selection

Pin ID

Length

1 groove
2 grooves

2.590 2.600
2.650 2.660

No groove

2.700 2.710

29

Ring Leak here can cause 2-4

band and 3-4 clutch burnup.
Make sure the ends of the
scarf cut overlaps slightly when
installed in the bore.

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2nd & 4th Pistons

2.520

Soft shifting Small apply area.

Small area Soft /Apply

2nd apply servo sizes came

in the two larger sizes and
will interchange with T700R4 servos. The servo
apply area firms the 1-2 shift
and also firms the 2-3 shift.

2.310

Medium Size
Medium apply firmness

1.790

Width of inner housing represents 2nd apply area.

Corvette Type: 1.790 hole

Firm shift Large apply area.
Heavy V8s and Hi-Perf.
Call your distr.
T-Go number is 7-2P

30

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Internal Parts

Air Check Input Drum

Install Sun Gear into the sprag/diode.
Blow air into the front feed hole-OR.
Sun Gear must lock in both directions. Air out of the Fwd hole is OK.
Blow in middle Fwd hole. Gear must turn freely in direction of arrow CCW and must not turn the other way. A small amount of air can
escape where shaft enters alum, but must not blast out.
Blow in the rear 3-4 hole. The 3-4 clutch will apply.
1. Look into the front of drum and see how much air is leaking
where the shaft enters alum.
It is OK for a small amount to be bubbling out but not a blast.
2. With 3 layers of shop rag cover the 3-4 hole with your thumb.
Blow into FWD hole. 3-4 clutches must not apply

3-4

Fwd

OR

Look for leaks where

shaft enters Alum.

Sun Gear Rotation

With Fwd applied.

31

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Internal Parts

3-4 Clutch Durability

3-4 Return Springs

87up 700s and all 4L60Es need

these return springs.
These springs should always be used with
the original thickness bottom and top pressure plate and snap ring.

32

These springs prevent clutch drag during high

throttle in 1st, 2nd and during a 3-2 kick down by
opposing centrifugal residual oil apply force at
higher revs.
At lighter throttle these springs reduce
overlap during the 2-3 up shift and make a
cleaner 3-2 downshift. These springs prevent
accidental clutch apply because of minor cross
leaks at the input rings, support or valve body.
Adding Additional 3-4 Clutches
Additional 3-4 friction can be installed by using
thinner steel plates and reusing the original pressure plates, snap ring and 3-4 return springs.

3-4 Clutch Clearance

This Trans likes .015 to .030.

Fix the solenoid.

TransGo 4L60E-SOL
4L60E EPC Solenoid Repair kit.

Fixes Four: Simply fixed. Takes five

minutes or less each, for less cost than
one new factory solenoid.
New Valves, Springs and Caps.

For hot rods, that rev above 5200 rpm: Use the
700-2&3 or 4L60E-HD2 Reprogramming Kit
which contains high rate forward and 3-4 clutch
return springs to prevent centrifugal apply that
burns 3-4 clutches.
Thanks for Listening
Gil

Cap Tool,
Extractor
& Reamer.

Fixing a solenoid is
quick, simple and
profitable.
Its just plain easy!

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Input drums differed

in the location of the
lube hole in the
shaft. This is OK to
mix around. The
TCC exhaust ball
and capsule did
have a greater flow
rate. See next page
for details.

33

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Input Shaft Capsule and Ball-Release Orifice

TCC capsule
Late style double notch capsule part #8685839
Early style capsules for on/off TCC are no
longer available.

PWM type uses

2 notches for exhaust and will
flow the most.

On-off and the

T-700R4 used
this narrow single notch.

On-off and T-700

also used this wide
type single notch.

OK to swap input drums around, just make sure the TCC exhaust notches are expanded or a double-notched type is used.

34

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Internal Parts

Drive Train Internal

2nd Band

Reverse Input Drum

Selective thrust washer

Thickness: .078 - .124
Set end play .010 - .020

Reverse Input Clutch

Input housing and shaft

35

Bearing race faces

as shown.

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Internal Parts
3-4 Clutch Piston

Forward Clutch Housing

3-4 Clutch apply ring

Forward Piston

Overrun Clutch Piston

Seal Input housing

to Output shaft
Overrun Clutch

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Internal Parts

Bearing race
faces as shown.

Overrun Clutch Hub

Forward Clutch Race

Forward Sprag

Sprag retainer-race

Forward Clutch

37

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Internal Parts

3-4 Clutch

Spring Assembly
3-4 Clutch boost
(5 Pieces)

Input sun gear

Bearing race
faces as shown.
Input carrier/Planet Assy.

Input gear/Reaction carrier shaft

38

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Internal Parts
Broken or stripped
here causes no
reverse and no
upshifts.

Thrust Washer

Reaction Sun Gear

Reaction Sun Shell

Thrust Washer
Low Roller Clutch
Snap ring

39

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Internal Parts

Low Roller Clutch

Oil Deflector
(High output models only)

Reaction Planet

40

Low and Rev.

Clutch

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Rev Clutch

Internal Parts

Low and Reverse

Clutch

Reaction gear assembly

Bearing race
faces as shown.

Output shaft sleeve

Some models

Bearing race
faces as shown.

Low and

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Clutch Packs
Late models used steel plates that have turbulator holes drilled through them. They may
be replaced with regular steels and turbulator
steels may be used on early models.

Snap .060
Selective
Plate .260
Friction .070
Steel .077
Friction .070
Steel .077
Friction .070

Steel .077
Friction .070
Steel .077
Steel .090

A Factory used one .106 or

Dish faces as shown.
Clearance should
be .040- .070

42

two .060 holes in the piston. Both

piston types had too much Air
Bleed. One hole that is .055 .062 is best to avoid reverse delay complaints.
The Shift Kit comes with the

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Clutch Packs

Overrun Clutch
Snap ring
not shown.

Overrun clutch clearance is determined at a

time when the forward clutches are on. To
check the clearance stack drum complete,
but leave out the sprag assembly. Next, apply the forward clutch using the forward
hole on the input shaft. Then reach into
drum with scribe and lift up and down on a
coast clutch plate. It should move .030.050. Forward clutch clearance determines
coast clutch clearance.

Page 47
for notes.

Friction .082
Steel .089
Friction .082
Steel .089

With forward clutch clearance over .060

the piston will travel so far it will apply the
coast clutch causing a bind-down on the 34 shift that will burn the band. Wrong clutch
counts, 4 cyls use only one clutch, or
wrong bottom forward clutch apply plate will
also cause these kinds of problems.
Applying air to forward clutch should only
apply the forward clutch. When applying air
to the coast clutch it is normal for both forward and coast clutches to come on.

43

Coast
clutch

Forward
clutch

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Clutch Packs
..225

Forward Clutch

.325

Snap ring .125

Press
plate .325
Friction .070
Steel .089
Friction .070
Steel .089

Forward plates and pressure plates are selective.

Clearance = .025-.040

Friction .070
Steel .089
Friction .070
Steel .089
Friction .070
Steel .089
Waved steel .070
Forward clutch apply
plate .172
Models vary.

44

Do not forget to install o-ring in

drum here before installing pistons.

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Clutch Packs

3rd-4th Clutch

Snap .092
Selective backing
plate .161 - .251
Friction .082

Steel .107
Friction .082

View of 3-4 clutch pack installed on clutch apply ring.

See next page for boost
spring info.

Steel .107
Friction .082
Steel .107
Friction .082
Steel .107
Friction .082
Steel .107
Friction .082
Stepped backing
plate.130 - .220

Top snap ring groove is wide. With

special thinner plates, T-Go return
springs, and thinner snap ring as
many as 9 clutches can be installed.
With oil soaked friction plates the
Clearance should be .010- .035

45

3-4

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Clutch Packs
LISTEN UP: As a matching set install the
Boost Springs, the original bottom and top
pressure plate and the original snap ring.

This side up

By using thinner friction and steel as many

as 8 friction can be installed.
If for any reason you do use the boost
springs and matching parts, you must install
Special Spring Set: T-Go 7-CS

Boost Springs
3-4 Clutch

Forward Clutch

Overrun Clutch
If Boost springs are not used
install Special T-Go Springs
made for High RPM and any
clutch stack height.
3-4 clutch piston return springs.

Boost springs are necessary to prevent centrifugal apply above 5000 rpm.
82 to 85 models did not have these springs and that is one reason you find the 3-4
clutches blacked out. Injected engines should always have boost springs, and for revs
above 5500 the T-Go 7-CS springs should be installed.
700s and 93 and 94 4L60Es in police and taxis use make a lot of 3-2 downshifts. Installing the 7-CS kit will greatly increase 3-4 clutch life. Order TransGo part 7-CS.

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Clutch Packs

Low-Rev Clutch

Low roller clutch assy.

Friction .088
Steel .068
Friction .088
Steel .068
Friction .088
Steel .068

Spacer plate
(Selective)
.046 - .052
.066 - .072
.087 - .092
.094 - .101
.122 - .129

Friction .088
Steel .068
Friction .088
Selective spacer .068
Waved steel .094

Piston return springs

Low and reverse piston
Steel plates and selective spacer
plates may come with turbulator
holes, OK to mix and match.
Clearance should be .050- .090

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Sprags-Diodes

Forward Sprag

Hold here

With inner race held, the

outer race should freewheel
in the direction of arrow.

Sprag installed backwards will cause

no movement in D4 or D3. It will start
off in L2 position or low. Backwards or
stick, it will lock down on the 3-4 shift
burning the band.

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Sprags-Diodes

Low Roller Clutch

Hold
Hold support, inner
race should freewheel in the direction of the arrow.

One-way clutches must freewheel in the

proper direction and lock in the proper direction. They should also be checked for spring
load or tension. While rotating the races in the
freewheel direction they should have some
drag. This is checking the springs that load the
roller or strut. There should be some drag in
the freewheel direction.

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Primary Pump

Torque Converter
Turbine
Stator

50
Early Dampner
1993-94 4L60Es
that did not use
the TCC PWM
solenoid And had
a paper lining

Early on-off lock-up

friction was smooth
paper lining.

Lock-up Piston

Cover

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Torque Converter

Converter (Late Graphitic PWM Style)

Dampener assemblies were beefed

up and had additional rivets.
The graphitic lining is
rough and porous.
Lockup piston friction lining is differerent. The on-off lockup system uses
a Kevlar type paper lining. PWM
lockup systems use a Graphitic type
of friction material. This system
brought about additional heat and
much more converter slip codes. Using a Kevlar paper lining with this
regulated converter apply oil (PWM
slip) strategy resulted in early failure.

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Torque Converter
Lockup plate has approx. 5/8 bulge to
accommodate the larger six spring
damper assembly. Notice more rivets
added.

5/8 Bulge

Bulge

Note: Dont waste this core on early models, this core is hard to come by.
1999 converter lockup plates use a woven
graphitic lining that can be partially applied
(slip) and still resist burn-up.
The lockup strategy with this type of lining
will allows a 30-50 RPM slip at cruising speeds.
With out fixing the Valve Body with SK Kit installation of converter with other type of lining
can cause complaints.
With SK Kit installed the light throttle and
cruise slip is discontinued so that any type of
lockup plate lining works just fine.
This means its OK to use a 700 converter.

Identification: 99 converter has a large bulge

approx. 5/8 on the front cover. 99 up converters are not interchangeable with earlier units.
Woven lining

TransGo 2005
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Technology and Ethics

The Technology IS the Ethic
If the sign on the building or any advertising says, Transmissions that is declaration to the Universe that you know how to
fix them.
When a product or service is offered, the
offer itself is a specific claim by the seller
that he is accepting the MORAL and
TECHNICAL responsibility for correct
function, for a reasonable length of time,
in exchange for money.
Regardless what you may call your repair,
the job is in your shop to have the complaints and failures corrected. It doesnt
matter how honest you are, as a person, if
you do not fix the causes of the complaints and failures where is the ethic?
Each transmission develops 3 to 5 complaints and failures you see over and over
again and again.
A service is ethical and deserving to the
exact extent that your service corrects the
causes of those complaints and failures;
and does not include a whole bunch of
parts that were not needed.

No more and no less,

Gil Younger

TransGo 2005

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Stone Age Engineering

Checking Pressure Rise

Current information can only reach you

thru the senses of perception-SeeingHearing-Tasting-Smelling and Touching.
Your brain mixes current information with
the total of your experience and forms an
opinion. [A guess with common sense]
Your opinion or guess is made 8 times
more accurate by attaching a pressure
gauge. With a scanner your opinion will
get 4 times more accurate. Both: Is 8x4=
32 times more accurate.
Because a scanner hooks up fast the
tendency is to use it more and gauge less.
1.A scanner will tell you what the trans
should be doing. A gauge tells you
what it IS doing.
2.A gauge will ALWAYS tell when you
need a scanner, but a scanner will not
always tell you need a gauge.
3.Its 50 years later and a gauge is still the
champ.
Why is the gauge still champ?
Because a gauge will tell you if pressure
rise is working and scanner will only tell
you if it is being commanded.
Why is knowing that so Important?
Time, Time, Your time, Shops time and
Shops Stress. Time spent working on a
slip, shifting or lockup is totally wasted until you KNOW pressure rise is working.
You should read this 3 times-OUT LOUD.

54

Never work on a slip, shift or lockup

complaint without Seeing if Pressure Rise is, or isn't OK.
Attach Pressure Gauge; Place selector in D.
Pressure must be above minimum
listed for the trans. If below min,
[worn pump or very hot, bring RPM
up a couple hundred rpm above
idle with the throttle. If min in D
and R is attained at 800 rpm,
pump is usually OK even if worn.
At idle, or 800 rpm if needed,
record the pressure in every selector position.
With that record as your reference
there is 3 Questions to ask.
1.Does pressure change by selector range?
2.Does it change with more throttle.
3.Does it go max with no Volts?
REV:: 30 to 50 lbs more than D.
When throttle is added, in Reverse,
Pressure Must increase at least another 100 lbs.
[Exceptions are 60442LE]

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FORWARD: Many transs command more pressure in 2 or 1. At

idle or prox 800 move selector to 2
and then 1. If pressure goes up either or both places, that is evidence
that PR is OK. If it stays the same
it is still OK. If it is less in 2 or 1,
that would indicate a leak to a friction unit.
With Selector in D: Apply Foot
brake, add throttle. Pressure
should at least double between idle
and just under stall [1500-2200
rpm]. [Exception is Torqueflite
which goes up 50%]
With Selector in D: While driving
50up mph Lift throttle which should
bring pressure to min. Then turn
the key off momentarily and back
on again. While the key is off pressure should jump instantly to max.,
then back down to min when the
key is turned back on.

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Why Pressure rise is so important?

If its not working: Low pressure, it
will burn clutches with just a few
hard throttle shifts.
If its not working, High pressure,
itll burn up gear train, for lack of
lube, or destroy pump.
Thanks for Listening,
The Tech Team

Ancient Wisdom From

Stone Age Engineers
Factory specs are what you
use until you find out what
works better.
Without
factory specs how would
you know where to start?