4l60e Transmission Manual
Approaching four decades ago, automakers were scrambling for solutions to fuel economy woes, and GM was no exception. Computer-controlled carburetors and the birth of electronic throttle body fuel injection were not enough to slow fuel consumption. In 1982, GM conceived the Turbo-Hydramatic 700-R4 overdrive automatic transmission as a replacement for the time-honored TH350 three-speed automatic. What made the 700-R4 different than any previous GM automatic was a new approach to shift modulation through a device known as the throttle valve (TV) cable. The TV cable did the work of both the vacuum modulator and kickdown linkage in the TH350/400 and Powerglide transmissions. In true linear fashion, the TV cable was able to modulate shift programming based on throttle position and vehicle speed, and this was a system that worked quite well for a time.
4l60e Transmission Manual Switch Shifting
It was when technicians and vehicle owners began adjusting throttle valve cables, much of the time improperly, that the 700-R4 became problematic. What’s more, even with precision adjustment, GM was never able to get TV cable shift programming where it needed to be for a perfect balance among driveability, fuel economy, and longevity. In 1990, the 700-R4 was redesignated the 4L60, with “4” meaning four-speed, “L” for longitudinal installation (north/south), and “60” meaning light-to-medium-duty use and 6,000-pounds gross vehicle weight. Although the 700-R4 had a new designation, the same old driveability and shift programing issues persisted. GM powertrain engineers went to work developing a computer-controlled 4L60 known as the 4L60E based on the 700-R4.
The 4L60E arrived for 1993 with precision shift quality like the 700-R4/4L60 had never known before. The 4L60E’s computer-control system consists of a powertrain control module (PCM), which achieves control via a vehicle speed sensor (VSS), throttle position sensor (TPS), and other sensors throughout the system, including from the engine. These sensors provide the necessary feedback to enable the PCM to control shifts based on driver demand. The PCM connects both the engine and the transmission to where both work together in near-perfect harmony.
At a glance, the 4L60 doesn’t look much different than a 700-R4. When the 4L60 crossed over to electronic control to become the 4L60E, it took on a different main case and valvebody to accommodate electronic control.
From 1993-’97 the 4L60E was a two-piece affair consisting of a main case and a four-bolt extension housing in passenger car applications. In 1996, the 4L60E went to a removable bolt-on bellhousing and a six-bolt extension housing in some applications. We recently visited Performance Automatic for a closer look at what they do for 700-R4, 4L60, and 4L60E performance enthusiasts. Tom Cyr of Performance Automatic got into this business because he is passionate about automatic transmission function and racing. Performance Automatic looks at common failure issues with domestic automatic transmissions and comes up with solutions that make them reliable, solid performers. New adaptations are being developed all the time, engineered to make your 700-R4, 4L60, 4L60E, 4L65E, and 4L75E boxes better.
Unless you are a seasoned transmission builder with a lot of experience with the 4L60E series transmissions, it is suggested you never execute transmission rebuilding yourself. Oh sure, you can amass all the right tools and knock one of these guys apart on your home workbench. However, the success rate of a home 4L60E build isn’t exactly high because much of a build is based on experience, how parts fit together, clearances, function, and knowing what to look for in a build.
These elements come from experience and knowing what to do with a 4L60E. Performance Automatic’s seasoned professional staff understands your 4L60E woes and how to correct them. Order up a 4L60E for street/strip performance and you can expect Swiss watch precision when it arrives on your doorstep. We’re unable to show you a step-by-step 4L60E build here because there simply isn’t the space to do so. However, we can show you the Performance Automatic approach to building a brute 4L60E.
Let’s get started.
Witha shift kit that lets u go full manual u wont hit the rev limiter because u get an instant shift. So if u want to shift at 6100 rpm and ur rev limiter is at 6200 then u wont hit cause as soon as u move the shifter the tranny will shift. If u wanna shift it stock and not hit the rev limiter u shift from 1-2 at 5000rpm and from 2-3 at 4500rpms, this will let the car rev up to about 6000-6100 rpms and shift just before the limiter unless ur limiter is moved from 6200 or ur tranny is slipping u wont hit it. Even with a stock trans they don't hang.
If it has a delay in the shift it's simply because the trans is stock. Who would drive something with power and no shift kit/servo change. It's certainly not worth all that effort to shift it when you can just program the computer to shift it where you want it you have to move the rev limiter to shift it past stock anyway.
4l60e Transmission Manual Free Download
If you're moving the rev limiter, change the shift points while you're in there. For any reason though a real shift kit and servo change is in order.