Tag: 4L60E

The 4L60E refers to a series of General Motors transmissions manufactured and introduced for sports utility vehicles, cars, and trucks. It significantly improved its predecessor, the 4L60 transmissions, which included upgrading hydraulics to electronically controlled transmissions. Despite its flaws, the Chevy 4L60E Transmission delivers exceptional performance, which is why many Chevy owners love it. This article highlights the evolution of the 4L60E transmission, how it shifted V8 engines in Chevys, and more.

What You Should Know About The Chevy 4L60E Transmission 

The 4L60E transmission is a 4-speed gear system – i.e., it utilizes four forward gears and one reverse gear – ideal for street performance and retrofitting because they can be modified easily. Its major characteristics include:

• 8.4 quarts (9.64-inch torque converter), 11.4 quartz (11.81-inch torque converter), or 14 quartz fluid capacity. The 4L60E transmission versions with a deep pan or sizeable cooling circuit required 14 quartz.
• Longitudinal mount
• Four forward gears
• 60 relative torque rating of 360 lb-ft.
• Compatible with V6 and V8 engines
• Electronic valve body with varied ratios for optimal performance

The 4L60E transmission’s additional features and notable improvements over the years include the following:

• Increased torque capacity in 2001
• Modified downshift solenoid and 6-bolt tail shaft in 1996
• A pulse width modulated torque converter was added in 1995.

The 4L60E transmission is the gear system to turn to when upgrading a modern vehicle or restoring a vintage automobile. It is the preferred trans for vehicles used for long road trips or on rough terrains. It weighs 146 lbs., but adding the recommended transmission fluid for the 4L60E takes it all up to 162 lbs.

Although a manual gearbox may be a race driver’s choice, the 4L60E transmission’s exceptional capabilities are the best option. The 4L60E doesn’t utilize hydraulic pressure but uses actuators and electronic solenoids for controlling the clutch, valves, and bands, giving more than enough room for gear shifting. This significantly boosts the transmission’s performance and fuel economy.

Gear Ratios

The 4L60E transmission offers a wide range of gear ratios, with the first gear ratio perfect for pulling off very quickly under acceleration. It is also the gear ratio of choice for pulling/carrying a heavy load or off-road driving.

The fourth gear, which is the overdrive gear, permits the achievement of lower revolutions per minute at cruising speeds and a potentially higher overall top speed.

Here are the gear ratios of the 4L60E transmission:

• First gear – 3.06:1
• Second gear – 1.62:1
• Third gear – 1.00:1
• Fourth gear – 0.70:1
• Reverse – 2.29:1

Strengths of the 4L60E Transmission 

The 4L60E transmission is known for its remarkable strength and capability of transmitting lots of torque and power from truck applications and performance automobiles. It is used in vehicles weighing as much as 8,600 lbs. gross vehicle weight, making it the go-to transmission for the ever-dynamic transmission building aftermarket. General Motors manufactured the high-performance versions of the 4L60E, and it is used extensively in several vehicle models such as:

• The Chevrolet Corvette
• The Chevrolet Impala SS
• The Australian-built Pontiac GTO
• The Chevy Camaro
• The Pontiac Firebird 

Chevy has the highest number of models – i.e., up to 16 Chevy models – that utilized the 4L60E transmission that shifted V8 engines for decades. But the company eventually stopped using this transmission in 2014 when it appeared for the last time on the Chevrolet Express.

As mentioned earlier, the 4L60E utilizes two-shift solenoids for actuating gear changes. These solenoids were known as Shift Solenoid A and Shift Solenoid B in the early versions of this transmission. At the time, the PCM could easily achieve four distinct gear ratios by turning them on and off in pre-set patterns.

However, the names were changed to 1-2 Shift Solenoid and 2-3 Shift Solenoid, respectively, in compliance with OBDII regulations.

Since the goal of General Motors was to eliminate the reliance on hydraulic pressure when making gear changes, the company improved fuel efficiency and performance using a computer that could swiftly interpret data derived from speed sensors. This made it possible to decide the ideal period to shift gears using solenoids.

The Pulse Width Modulation (PWM)

The Pulse Width Modulation torque converter clutch solenoid present on all late models of the 4L60E transmission allows a seamless application – and release – of the torque converter clutch. In addition, the adapted or modified valve body controlled by a solenoid and electronic actuators make the 4L60E transmission readily controllable with a unique modern electronic transmission controller called the COMPUSHIFT.

The 4L60E Transmission Control with the COMPUSHIFT

The 4L60E transmission has a 13-pin or 15-pin case plug. Currently, only a handful of transmissions still use the 13-pin case plug. Experts highly recommend upgrading to the 4L60E, which utilizes the 15-pin case plug. A 17-pin case plug also exists but is only employed with the 4L70E equipped with the internal mode switch.

Benefits and Drawbacks of the 4L60E Transmission

Before overriding your existing gear with a solid 4L60E transmission, knowing the benefits and drawbacks of the latter is essential.

Here are the benefits and drawbacks of the 4L60E transmission:

Benefits

• Firm and complete control of every aspect of the shift
• Shift firmness or adjustment is controlled easily
• Controllers of the 4L60E transmission make everything easy as they help establish exact shift points.
• Enhanced torque capacity
• Solid fuel economy performance
• Super easy calibration of the speedometer
• Super-fast transmission
• Changes can be made easily to the shift points and line pressure
• Adjusting the shift points from the interior is possible, making it less stressful.

Drawbacks

The 4L60E transmission may be one of the most efficient gear systems on the market, but it has several drawbacks you should be aware of. Here they are, arranged in no particular order:

• Users need to add a TPS input alongside a carburetor
• Setting it up is pretty expensive due to the need for an external controller
• Push-in clips leak frequently and may require constant replacement
• Shifts are sometimes delayed and harsh, while a few even stop working altogether. It is common for some shifts to get worn out.

Conclusion

The chevy 4L60E transmission belongs to the series of electronically operated automatic transmissions – and the most versatile – built by General Motors. It is the electronic version of its predecessor, the 4L60 transmission. It remains the perfect choice for upgrading your vehicle or restoring a vintage one.

The 4L60E is one of General Motors’ most versatile and durable 4-speed transmissions. So how does it stack up to it’s counterparts?

The 4L60E – whose components bear remarkable similarities with 4L65E automatics – is a series of automatics transmissions produced by General Motors. It is primarily designed for longitudinal engine configurations and includes four forward gears and one reverse gear.

Brief History of the 4L60E

The 4L60E is one of General Motors’ most versatile and durable 4-speed transmissions. It was formerly known as Turbo-Hydramatic 700R4 and is currently the electronic version that is popular today: 4L60E. General Motors manufactures the remarkable 4L60E in Romulus, Michigan, and Toledo, Ohio.

In 1982, General Motors initially conceptualized the 4L60 and 4L60E as the 4-speed overdrive automatic transmission known as TH700R4. At the time, the multinational corporation was urgently looking for several fuel-efficient methods to power its vehicles. This was right after the unfortunate ’70s fuel shortages that resulted in the massive influx of Japanese to North America. 

A recession in the early ’80s and rapidly-increasing fuel costs right at the pump had a massive and disastrous impact on auto sales. Since the -speed TH700R4 was much more efficient, it quickly replaced its three-speed counterpart, TH350. 

At the time, the Turbo 700 had a lower 3.06-to-1 final gear ratio – along with a 30 percent overdrive – that provided quick acceleration from a dead stop. However, the early versions of the TH700R4 went through growing pains as General Motors continued to kick out bugs for improvement. The multinational automaker was recklessly determined to make a resounding success of the four-speed TH700R4. 

The Arrival of the 4L60 and 4L60E

In 1990, the automaker conveniently renamed the TH700R4 as the 4L60 to fully manifest its primary purpose as a 4-speed automatic with a longitudinally-placed matching engine and an overall vehicle weight rating of approximately 6,000 lbs. Note that the ‘4’ in both names represents ‘four gears’ while the ‘L’ stands for ‘oriented longitudinally.’

However, General Motors did not make any mechanical changes whatsoever to the TH700R4. And by 1997, this electronically-controlled shift version became much more available in 2- and 4-wheel drive trucks as well as rear-wheel-drive cars. Even the 6th generation Chevrolet Corvette was also fitted out with the 4L60E transmission. 

The 4L60E used electronic actuators and solenoids to control the valve body, clutches, and bands to shift gears. General Motors’ Vehicle Speed Sensor and a vehicle powertrain computer always determined precisely when gear shifting was optimum.

The 4L60E has different gear ratios:

• 3.05-to-1 for first
• 1.625-to-1 for second
• 1.00-to-1 for third
• 0.696-to-1 for fourth 
• The 2.29-to-1 ratio for the reverse

How 4L60E Stacks Up Against the 4L80E

The automaker built the 4L60E as well as 4L80E, both of which are automotive transmissions. As stated earlier in this post, the 4L60E is the standard transmission used in many rear-wheel automobiles manufactured after 1993.

However, the 4L80E is generally limited to big block and diesel vehicles. It must be mentioned that these two automotive transmissions differ significantly in performance, origin, appearance, gear ratios, price, weight, size, etc. And, of course, the 4L80E automotive transmission is much more powerful than its counterpart, the 4L60E.

The 4L60E and 4L80E performance transmissions have similarities, such as being manufactured by General Motors and have a 4-speed automatic overdrive, respectively. This is where the considerable similarities between the two performance transmission models end.

Let’s take a look at the factors that stack 4L60E up against the 4L80E:

The Origin

Although the 4L60E and 4L80E share similar model numbers, there are marked differences between the two automotive transmissions. They are so different from each other, even right down to precisely how they are manufactured respectively. 

The 4L80E is an electronic overdrive successor of the Turbo 400 and is an earlier transmission model greatly favored by hot rod enthusiasts and drag racers.

On the other hand, the 4L60E automotive transmission is electronic transmission-based right off the 700-R4. This was fundamentally the standard transmission for GMC and Chevrolet vehicles right from 1982. 

The Appearance

The 4L80E automotive transmission is much larger than its counterpart, the 4L60E. It has an oval-shaped pan, while the 4L60E automotive transmission comes with a rectangular pan.

Moreover, the 4L80E transmission also requires many bolts – more than is necessary for the 4L60E automotive transmission – to secure it to the engine. This corresponds with more outstanding durability and a bigger size. 

There is also a gasket of up to 17 bolts on the 4L80E transmission unit, while the 4L60E unit has only 16 bolts.

The ’80’ in 4L80E implies that the transmission unit can support up to 8,000lbs. Of GVWR while the ’60’ in 4L60E means that this automotive transmission unit can handle up to 6,000 GVW. The ‘E’ in both models stands for ‘electronically’ controlled transmissions.

The Power

The 4L80E is undoubtedly the more powerful of the two automotive transmissions. High-speed automobiles for racing or big trucks used for towing vehicles or cargo generally require a 4L80E automotive transmission instead of the 4L60E. 

This is because the engine’s power is much more likely to break less powerful and smaller transmissions. But then, the 4L60E automotive transmission is powerful enough to work with the engines of most stock automobiles. 

The Size and Weight

The size and weight of both automotive transmission units are vastly different. The 4L80E is heavier – up to 236 pounds – and larger – with a length of 26.4 inches – than its counterpart, the 4L60E. 

However, the 4L60E weighs a mere 150 pounds – without any fluid – and has a length of 23.5 inches.

The amount of fluid these automotive transmission units will support depends primarily on the torque converter utilized in the transmission.

The Price

The 4L80E automotive transmission is much more expensive than its counterpart. The 4L80E is more powerful, larger, specifically manufactured, and designed for engines with significant horsepower. 

This 4L80E automotive transmission is a much better investment for high-speed vehicles and heavy-duty trucks with big engines. The 4L60E is much more susceptible to breaking, especially when installed on high horsepower engines.

Conclusion

The differences in the performances of the 4L60E and 4L80E automotive transmission units are numerous. And they show that the latter – i.e., the 4L80E transmission unit – is the better of the two.

However, it will cost you much more money to acquire the 4L80E transmission unit and is also relatively easier to find.

Therefore, if your vehicle demands applications that wear down the transmission, you may have to go for the 4L80E unit. But suppose you love driving at high speeds. In that case, the 4L60E automotive transmission unit is the best option since you will use a stock transmission that can significantly handle your vehicle’s engine power.

 

A comparison of the 4L60E vs 4L80E performance transmission shows that there are clear differences between both units. Although they may have similarities, such as being designed by General Motors Company and having a 4-speed automatic overdrive, these transmissions have unique features that set them apart.

Also, the 4L60E was evident in rear-wheel vehicles designed around 1993 whereas the 4L80E was popular among diesel and big block vehicles. The 4L80E is also the more powerful transmission of the duo. Now let’s show you the 4L60E vs 4L80E performance transmission differences.

Differences Between the 4L60E vs 4L80E Performance Transmission

The 4L60E vs 4L80E performance transmission differences are notable in their origin, appearance, size and weight, power, gear ratios, price, etc.. However, it may be worth noting that the 4 in either name represents four gears whereas the L stands for oriented longitudinally.

And the 80 in the 4L80E says the unit can support 8000 pounds of GVWR, whereas the 60 in 4L60E means the transmission can handle 6000 pounds of GVW. Over and above, the E in both names stands for a transmission that is electronically controlled. Now here’s a breakdown of the differences between both units:

Origin

The 4L60E and 4L80E have model numbers that are similar. However, these transmissions differ in the way they were manufactured. The 4L80E is an electronic overdrive successor to the Turbo 400, and the latter is a transmission that was used for drag racing and hot rodding applications.

On the other hand, the 4L60E is an electronic transmission that is a successor to the 700R4. And the 700R4 was the standard transmission used in Chevrolet and GMC vehicles starting from 1982.

Appearance

The 4L80E  can be told apart from the 4L60E by looking at their transmission fluid pan. This is because the 4L80E has a pan that is oval in shape whereas a rectangular pan is featured by the 4L60E.

Another disparity between both devices is the number of bolts used to secure the transmission to the engine. Here, there are more number of bolts on the 4L80E due to its larger size. Specifically, there is a gasket of 17 bolts on the 4L80E, while the 4L60E’s pan has 16 bolts.

Size and Weight

Another notable difference between both units lies in their size and weight. The 4L80E is larger and heavier than the 4L60E. Its more hefty build can be tied to its 236 lbs and a length of 26.4″. Alternatively, the 4L60E weighs 150 lbs (without fluid) and it has a length of 23.5″.

A comparison between the size and weight shows that the 4L80E is significantly larger and heavier. On the other hand, the amount of fluid these units will support is dependent on the torque converter that will be used with the transmission.

Power

It goes without saying that the 4L80E  is more powerful than the 4L60E. To that effect, cars that have powerful engines are often paired with this transmission. These are vehicles used in demanding applications such as towing or racing.

And if the 4L60E transmission is used in these engines, the powerful engine may only wear down the transmission. There are, however, occasions where a stock 4L60E transmission may be able to support the engine.

Price

Given that the 4L80E is the more powerful of the duo and is able to support more demanding applications, it’s pricier than the 4L60E. It’s more expensive price can be tied to its larger size and its use in engines with more horsepower.

And if you’re looking for a resilient transmission that can support heavy trucks and high-speed vehicles, then the 4L80E is the better choice. Opting for the 4L60E for an engine with high horsepower could result in its breakage.

Another factor that determines the more expensive price of the 4L80E is because it is not as common as the 4L60E. You’ll also find it easier to find parts and whole transmissions when it comes to the 4L60E compared to the 4L80E. Whichever is the case, parts for you 4L60E can be sourced online or from a junkyard.

Gear Ratios

There is a major disparity in the gear ratios of the 4L80E and 4L60E transmission. The gear ratios for the 4L80E  are:

• • • 1: 2.482
    • 2: 1.482
    • 3: 1.00
    • 4: 0.750
    • R: 2.077

The gear ratios for the 4L60E are:

• • • 1: 3.059
    • 2: 1.625
    • 3: 1.00
    • 4: 0.696
    • R: 2.294

Knowing these gear ratios informs you if it is ideal to swap one of these transmissions for the other. You’ll need to consider their first gear ratio and could support the gear ratio with a rear axle differential.

Max Torque

How long each transmission lasts also sets a difference between each. Their durability in terms of performance can be tied to their size given the large internal components that are within the transmission.

That being said, the maximum torque that can be handled by the 4L80E and 4L60E is 450nm and 350nm respectively. Nonetheless, these torque figures are not fixed and may vary slightly. Coupled with that, new transmission will tend to last longer compared to one that has been around 30 years.

Wiring Harness, Controller and Sensors

The electronics of the 4L80E and 4L60E also shows a major difference. In this case, there is a disparity in the transmissions’ wiring harness and the transmission control unit. These components are incompatible when interchanged in the other transmission.

Another difference is in the sensors given that there are 2-speed sensors on the 4L80E that differ from the speed sensor on the 4L60E. It’ll be useful to buy a harness and control unit when carrying out a swap of one transmission in the other.

The Bottom Line

The 4L60E vs 4L80E performance transmission differences are numerous. And these differences show that the 4L80E is the better transmission of the duo. However, it’ll cost you more to acquire this unit compared to the 4L60E and the latter is also easier to find.

At the end of the day, you need to settle for the 4L80E if your car is used in demanding applications that may tend to wear down the transmission. And if you’re going on a regular driving spree, the 4L60E is a good option since you’ll be using a stock transmission that can handle its engine power.

So, you’ve got a Chevy 4L60E trans and you think it can offer more power, speed, and even fuel economy? Then it’s time to make it happen. You may have taken the route of providing more horsepower to see that the car accelerates better.

However, if the transmission does not send this power to the wheels, you won’t really see a significant difference. But what if you could take the approach of making certain performance upgrades to this transmission, it’ll boost its power and give you the ride you desire.

And you’ll be surprised to know that a budget-friendly upgrade will enable the ride to handle up to 500 hp. Accordingly, we’ve outlined some tips that will help you to modernize your Chevy 4L60E trans.

 

About the Chevy 4L60E Trans

The 700R4 transmission gained several upgrades over the years which led to the launch of transmissions including the 4L60E/4L65E/4L70E. The 4L60E is an electronically controlled four-speed automatic overdrive transmission.

As an electronic version, this transmission may be a bit expensive to retrofit into an older car, but this version is easier to manipulate compared to dealing with TV cables and mechanical governors. On the other hand, the right performance parts can make the Chevy 4L60E trans a solid street overdrive automatic.

 

Modernizing the 4L60E Trans

Rebuilding the 4L60E can significantly improve its performance and this upgrade can be carried out using modern parts. Accordingly, the performance upgrades that can be implemented to modernize the 4L60E transmission include:

 

1. Replace the Pump

If the transmission’s pump is performing below expectations or is bad entirely, it calls for replacement. For starters, a pump that is underperforming can lead to low line pressure which can cause further problems.

This is because automatic transmissions apply clutches and servos with the help of hydraulic pressure. Hydraulic pressure is also essential for any performance-built automatic. But how do you begin?

Disassemble the unit and clean it before checking the clearances of the front pump. An elevated pressure regulator spring and boost valve may also help to improve the performance of the transmission.

 

2. Valve Body Modification

A simple 2-3 shift valve modification can bring about an improvement in durability, which is useful in performance driving. In this case, placing the shifter in “D3” uses the over-run clutch in the first three gears and this helps to improve durability since the input sprag is not abused. In contrast, the over-run clutch in OE configuration is applied when the shifter is in “D3” and after the transmission upshifts into Third gear.

 

3. Second and Fourth Gear Servos

Larger Second and Fourth gear servos can help to increase the piston apply area. The Second gear kit can offer as much as 18 percent more apply area compared to the OE Corvette servo.

As such, it could lead to a reduction in band slippage during upshifts and at the same time increase hold pressure. A customized Corvette-style servo, for instance, can potentially bring about a 35% increase in the servo apply area compared to a stock V-8 version. It can also offer better 1-2 and 2-3 shifts.

 

4. Enhance the Clutch Pack Clearance

Car rebuilders have noted time and again that a tight 3-4 clutch pack clearance (0.045-inch) could lead to excessive drag. This drag may occur in cases where the clutches are not applied in the first and second gears. What happens here is the drum spins but insufficient clearance can cause the clutches to glaze and fail prematurely.

Accordingly, a better approach is to set the 3-4 clutch clearance dry at 0.060-inch instead of 0.045-inch using return springs. These springs help the clutches to release fully. And for more increased stability, rear stator support, and wider sun gear bushings can also be used.

 

5. Wider Reverse-input Drum Band

A wider reverse-input drum band that is used with a new drum instead of an old one can also be beneficial. A wider band over a used drum allows the band to span the drum’s worn portion. A new reverse-input drum is useful to ensure that the band does not fail quickly.

 

6. Use a Reinforcement Kit

An input housing reinforcement kit is useful in preventing the transmission’s housing from cracking right where the input shaft is fixed. Clutches may be susceptible to certain problems and notable among this is an excessive backing plate flex once the clutches are applied.

On the other hand, an Ultimate 3-4 Smart-Tech housing can be used with a stronger input shaft to increase the housing depth with a 0.165-inch greater capacity. This capacity will allow more clutches to be supported but not at the expense of steel thickness.

Moreover, the 3-4 housing takes advantage of a 15-bolt retaining ring cap which shows renewed strength and, therefore, helps to eliminate deflection.

 

7. SmartShell Reaction Shell

One more way to bring about significant improvement in durability is to take advantage of a SmartShell reaction shell. A custom SmartShell reaction shell can offer improved durability compared to the original piece which is prone to failure. For starters, the customized variant may feature a thrust bearing as a replacement to the OE bushing along. This setup can also be paired with a custom roller clutch race.

 

The Bottom Line

Performance parts can help to build a Chevy 4L60E trans that will meet your heart’s desire for power and speed. It’s not all about boosting the horsepower and at the end of the day, not still get the required performance. Rather, it involves taking the extra time to revamp this trans to handle modern-day driving needs.

Moreover, the upgrades to be made using these parts are inexpensive, and as such, you can get them fixed in no time. And if you do not have great expertise to handle this rebuild yourself, let an auto shop handle it on your behalf. That being the case, you’ll still have a ride that is better than what you started off with.