1

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

Most 1997up models have removable bell housing

Identification

Looks like a 700 but there is a 10 or more pin wire connector, page 2, and no TV cable.

Pressure Port

4L60E 4L65E

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Note: 1998 and later C & K trucks and G vans use a deep pan and filter assembly. If the early shallow fil-ter is installed it will fall off causing low pressures and slippage. Check clearance between pan and fil-ter. The pan is what retains the filter.

Connector

Identification

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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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.

Fast Reference

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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. It will lock down on the 3-4 shift burning the band.

Forward Sprag

Fast Reference

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Air Check Input Drum

Look for leaks where shaft enters Alum.

3-4 Fwd OR

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 ar-row 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

Sun Gear Rotation With Fwd applied.

Fast Reference

SK® FIXES 1870 and Rough 1-2

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.250” ball

Reverse

3-4 Clutch

Fwd. Clutch

Overrun Clutch

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.

Ball not neces-sary, but ag-gressive re-verse can occur without it.

Fast Reference Air Checks Case

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A 10 MM

B 8MM

C 10MM

D 10MM

3 A bolts

9 C bolts

2 D bolts

3 B bolts

Wrong bolt locks gear train. Install bolts like this:

© TransGo 2002

Check Band Clearance Through opening in case, with a skinny screwdriver make sure the band wiggles on drum front to rear. 1/8” to 3/16” Case

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 wasn’t that way originally. It’s OK.

WARNING:

© Checkball goes in the case here.

Piston

SK 4L60E-L 9 Mar 05

Fast Reference

Prox 2.7 long

Prox 2.27 long

Prox 2” long

Prox 1.58 long

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4T60-ACM

440 2nd-4th

4T60-ACM2

All models: 2nd & 3rd Kit

4T65-ACM

2nd & 3rd

4L60-2ACM

1995-2002

4L65-2ACM

2003-2005

4L60E-FWD

1993-2005

Fast Reference

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9 Fast Reference

Hole Worn? TransGo has new tough plates.

A C

B TransGo Numbers

Year Part #1996-06 = 4L6-Plt-96

Has C. No A or B.

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

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

3 TransGo® separator plates replaces over 40 original part numbers. T-Go plates are Tempered for long life and plated to pre-vent rust and ageing. Three on your shelf will fit everything that comes in the door. Yea, Go Team Go!

TransGo Tough

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Lets you use cross mixed accumula-tors 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.

Fast Reference

This is the START to really FIX this trans FIXES Rough 1-2 and Codes 1870

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Hard working truck and all Hi-Perf Uses This is the Kit You Need along with a Cor-

vette piston, if trans doesn’t 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 Version-4L60E-3 that does not need a computer. Makes “Duck Soup” out of Transplants.

Fast Reference

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

Long bolts installed in this area hit and locks the gear train. Won’t Move. See Next Page.

Note locations of clips and brackets

Valve body Bolt Length

Fast Reference

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3-2 control solenoid

Pressure manifold switch

Shift Sol B

Pressure con-trol solenoid

PWM solenoid: 1993-94 mod-els did not have solenoid here.

Shift Sol A

A

B

C

D

10 MM – 3 bolts

8 MM – 3 bolts

10 MM – 9 bolts

10 MM - 2 bolts

D D

B

C

B C

C C

C

C

C

C C A A A

B

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. Don’t mix 4l60E solenoid bracket with the 4l80E so-lenoid bracket. They do not interchange. even though they look similar.

Solenoid Bracket

Fast Reference

Prox 2.7 long

Prox 2.27 long

Prox 2” long

Prox 1.58 long

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On-off web layout is differ-ent than the PWM style and does not interchange. This type pump casting will inter-change with the T-700R4.

On-off lockup type. 1993-94

Pump and Stator

Converter pas-sage goes to the bolt hole.

Pump

Check this body for cracks here. And around the bushing.

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On-Off Stator

Lockup Valve: on-off type

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.

1.005x474x40

1.060x354x030”

Converter pas-sage goes to the bolt hole.

Pump

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PWM layout is different. Won’t interchange with on-off pumps. Mixing pumps and stators can cause killing engine and burned up gear trains.

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

PWM

PWM lockup type

Pump

Converter pas-sage goes past the bolt hole.

bolt hole. T-Go PK Kit Hardened Steel rings. New Spring.

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1.225” x .505” x .041”

1.180” x .405” x .035”

PWM Lockup Valve.

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.

PWM Stator

Converter pas-sage goes past the bolt hole.

Pump

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Do not enlarge the feed holes.

Shift Kit has ORANGE Springs here.

Pump Cover Stator Support

Some early models may not have a flat place on this land. If not, then grind flat place as shown.

1.626x651x053

1.180x425x062 Bumper

Pressure Regulator Valve

Pressure Regulator Assembly

Pump

TransGo has .500 diam valve that produces 230-240 psi Max line.

Boost Valve

Boost Bushing

Check the Boost Bushing for wear.

Restricted

DRILL

WIRE SPACER

Shift Kit® EPC Screen Fix 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.

Normal Flow

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19

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Alum Plug

Must be flush. Clips

1-2 accumulator Valve

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

Pan side of V/B

V/B

These ports on sleeve face the case.

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 sole-noid change without having to re-move the valve body.

VB Complaints and Misassembly Valve Body

1st design Bushing Aluminum plug installs before the roll pin with recessed side outboard.

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No notch manual valve goes with a non-ported valve body.

Notch type manual valve goes with a ported valve body 1996 and later.

Mismatch: Case-Manual Valve-Valve Body Valve Body

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Pin .236

3-4 Accum Piston. Check for pin wear.

1st Type Install as shown.

Legs

1.243x998x156

1.210x503x156

Pin .309 1st Type 2nd Type

Flat here. .236 hole.

Legs

Pin .236

3rd Type

No legs.

Inner and outer spring pockets.

One .485 deep pocket.

Alum Pistons are available

Ledge here. .309 hole.

Some 93 models NO Spring here.

#4L60E-2ACM #4L65E-2ACM

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

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

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T TCC Sol Neg U TCC PWM grnd 95 and later, but not some 99 up.

Pin S

3-2 control Sol. Neg.

Pin R

Range signal B “R” at switch

Pin P

Range signal C “P” at switch

N Range signal A

“N” at switch

M Temp Neg

L Temp Pos

Pin E

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

A Sol Neg B Sol Neg.

D Press sol Neg. C Press sol Pos.

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

Interchange Notes: Using the late PWM trans. in an early ve-hicle 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.

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.

Electrical

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Normal Modified reverse Fix kit type plate.

GM offered modified plate to im-prove rev exhaust. You may find this plate in 93 and 94’s. 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. Stan-dard 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.

Valve Body

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.

Machined: Below Flush

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A B C E F

G H M

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

1993 to 95 DLC / ALDL

CONNECTOR

Codes can be retrieved by using a scan tool or manually retrieval. To re-trieve codes manually the check engine or malfunction indicator lamp (MIL) must be on indicating codes. To retrieve codes turn key to ON posi-tion 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.

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

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

Trouble Code Definitions

Codes and Connections Electrical

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Caution:

Filter

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

Electrical

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.

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Oil Pressure Trans. Connector Range Indicator REV D4 D3 D2 LOW Pin N Pin R Pin P

Park 12 0 12 Reverse X 0 0 12

Neutral 12 0 12

(D) X 12 0 0 D X X 12 12 0 2 X X X 12 12 12 1 X X X X 0 12 12

D4 LOW D2

Reverse D3

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 the chart below for the various conditions.

R P N

Temp high Temp.

low

ABCDE

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

Expected Voltage Readings X = Oil Pressure Present

On scan tools reads: A B C

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Temperature to Resistance Values Temperature Fahrenheit (Celsius) Ω Ohms measured across terminals

212f (100 C) 177 158f (70 C) 467 95 f (35 C) 1802

Temperature Sensor (resistor)

Terminals

Transmission fluid temperature (TFT) sensor is a negative thermis-tor that is a part of the pressure switch. The TFT sensor controls sig-nal voltage from the PCM. The PCM sends a 5 volts reference sig-nal 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 de-creases 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.

Electrical

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4th servo cover

4th apply piston

Inner cover

2nd apply piston

1.130x1.128x105

Tall ridge on piston faces 4th cover.

Pin ID grooves located here.

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.

2-4 Servo Pin Selection

Pin ID

Length 1 groove 2.590” – 2.600” 2 grooves 2.650” – 2.660” No groove 2.700” – 2.710”

2nd & 4th Pistons

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2nd apply servo sizes came in the two larger sizes and will interchange with T-700R4 servos. The servo apply area firms the 1-2 shift and also firms the 2-3 shift.

Soft shifting – Small apply area.

Medium Size Medium apply firmness

Corvette Type: 1.790 hole Firm shift– Large apply area. Heavy V8’s and Hi-Perf. Call your distr. T-Go number is 7-2P

Small area Soft /Apply

2.520

2.310

1.790 Width of inner housing repre-

sents 2nd apply area.

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Air Check Input Drum

Look for leaks where shaft enters Alum.

3-4 Fwd OR

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 ar-row 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

Sun Gear Rotation With Fwd applied.

Internal Parts

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32 3-4 Clutch Durability

Fixing a solenoid is quick, simple and profitable. It’s just plain easy!

Fix the solenoid. TransGo® 4L60E-SOL

New Valves, Springs and Caps.

4L60E EPC Solenoid Repair kit. Fixes Four: Simply fixed. Takes five minutes or less each, for less cost than one new factory solenoid.

Cap Tool, Extractor & Reamer.

3-4 Clutch Clearance This Trans likes .015 to .030.

3-4 Return Springs 87up 700’s and all 4L60E’s need these return springs.

These springs should always be used with the original thickness bottom and top pres-sure plate and snap ring. 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 pres-sure plates, snap ring and 3-4 return springs.

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

Internal Parts

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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.

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PWM type uses 2 notches for ex-

haust and will flow the most.

On-off and the T-700R4 used this narrow sin-

gle notch.

On-off and T-700 also used this wide type single notch.

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

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

Input Shaft Capsule and Ball-Release Orifice

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Reverse Input Clutch

Input housing and shaft

Selective thrust washer Thickness: .078” - .124”

Set end play .010” - .020”

Reverse Input Drum

Bearing race faces as shown.

Drive Train Internal Internal Parts

2nd Band

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Seal Input housing to Output shaft

Overrun Clutch

3-4 Clutch apply ring

Forward Piston Overrun Clutch Piston

3-4 Clutch Piston Forward Clutch Housing

Internal Parts

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Forward Clutch

Forward Sprag

Overrun Clutch Hub

Sprag retainer-race

Bearing race faces as shown.

Forward Clutch Race

Internal Parts

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3-4 Clutch

Input gear/Reaction carrier shaft

Input carrier/Planet Assy.

Input sun gear Bearing race

faces as shown.

Spring Assembly 3-4 Clutch boost

(5 Pieces)

Internal Parts

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Reaction Sun Shell

Thrust Washer

Reaction Sun Gear

Thrust Washer

Low Roller Clutch

Snap ring

Broken or stripped here causes no reverse and no upshifts.

Internal Parts

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Reaction Planet

Low and Rev. Clutch

Low Roller Clutch

Oil Deflector (High output models only)

Internal Parts

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Low and Reverse Clutch

Low and

Output shaft sleeve Some models

Reaction gear assembly

Bearing race faces as shown.

Bearing race faces as shown.

Rev Clutch Internal Parts

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Snap .060”

Selective Plate .260”

Friction .070”

Steel .077”

Friction .070”

Steel .077”

Friction .070”

Steel .077”

Friction .070”

Steel .077”

Steel .090”

Dish faces as shown.

Clearance should be .040”- .070”

“A” Factory used one .106” or 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 de-lay complaints. The Shift Kit comes with the

“A”

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

Clutch Packs

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Steel .089”

Friction .082”

Steel .089”

Friction .082”

Coast clutch

Forward clutch

Snap ring not shown.

Page 47 for notes.

With forward clutch clearance over .060” the piston will travel so far it will apply the coast clutch causing a bind-down on the 3-4 shift that will burn the band. Wrong clutch counts, 4 cyl’s 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 for-ward and coast clutches to come on.

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, ap-ply 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.

Overrun Clutch Clutch Packs

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..225 .325

Snap ring .125

Press plate .325

Friction .070

Steel .089

Friction .070

Steel .089

Friction .070

Steel .089

Friction .070

Steel .089

Friction .070

Steel .089

Waved steel .070

Forward clutch apply plate .172”

Models vary.

Do not forget to install o-ring in drum here before installing pistons.

Forward Clutch

Forward plates and pres-sure plates are selective. Clearance = .025-.040

Clutch Packs

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Snap .092” Selective backing plate .161” - .251”

Friction .082”

Steel .107”

Friction .082”

Steel .107”

Friction .082”

Steel .107”

Friction .082”

Steel .107”

Steel .107”

Friction .082”

Friction .082”

Stepped backing plate.130” - .220”

View of 3-4 clutch pack in-stalled on clutch apply ring. See next page for boost spring info.

3-4

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”

3rd-4th Clutch Clutch Packs

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3-4 Clutch

Forward Clutch

Overrun Clutch

LISTEN UP: As a matching set install the Boost Springs, the original bottom and top pressure plate and the original snap ring. 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 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. 700’s and 93 and 94 4L60E’s in police and taxis use make a lot of 3-2 downshifts. In-stalling the 7-CS kit will greatly increase 3-4 clutch life. Order TransGo part 7-CS.

If Boost springs are not used install Special T-Go Springs made for High RPM and any clutch stack height.

Clutch Packs

Boost Springs

This side up

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Low roller clutch assy.

Friction .088” Steel .068”

Friction .088”

Friction .088”

Friction .088”

Steel .068”

Steel .068”

Steel .068”

Selective spacer .068”

Waved steel .094”

Piston return springs

Spacer plate (Selective)

.046” - .052”

.066” - .072”

.087” - .092”

.094” - .101”

.122” - .129”

Friction .088”

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”

Low-Rev Clutch Clutch Packs

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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.

Forward Sprag

Sprags-Diodes

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Low Roller Clutch

Hold

Hold support, inner race should free-wheel in the direc-tion of the arrow.

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

Sprags-Diodes

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50 Primary Pump

Stator Turbine

Lock-up Piston Cover Early Dampner

Early on-off lock-up friction was smooth paper lining.

Torque Converter

1993-94 4L60E’s that did not use the TCC PWM solenoid And had a paper lining

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Lockup piston friction lining is differ-erent. 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. Us-ing a Kevlar paper lining with this

regulated converter apply oil (PWM slip) strategy resulted in early failure.

The graphitic lining is rough and porous.

Dampener assemblies were beefed up and had additional rivets.

Converter (Late Graphitic PWM Style)

Torque Converter

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

Note: Don’t waste this core on early models, this core is hard to come by.

5/8” Bulge

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 in-stallation 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 it’s OK to use a 700 converter.

Identification: ’99 converter has a large bulge approx. 5/8” on the front cover. 99 up convert-ers are not interchangeable with earlier units.

Woven lining

Torque Converter

© TransGo 2005

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The Technology IS the Ethic If the sign on the building or any advertis-ing says, “Transmissions” that is declara-tion 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 com-plaints and failures corrected. It doesn’t matter how honest you are, as a person, if you do not fix the causes of the com-plaints and failures where is the ethic?

Each transmission develops 3 to 5 com-plaints 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

Technology and Ethics

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Stone Age Engineering

Current information can only reach you thru the senses of perception-Seeing-Hearing-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.It’s 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 un-til you KNOW pressure rise is working. You should read this 3 times-OUT LOUD.

Checking Pressure Rise

Never work on a slip, shift or lockup complaint without Seeing if Pres-sure Rise is, or isn't OK.

Attach Pressure Gauge; Place se-lector 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 selec-tor position. With that record as your reference there is 3 Questions to ask. 1.Does pressure change by selec-

tor 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 an-other 100 lbs. [Exceptions are 604—42LE]

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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?

FORWARD: Many trans’s com-mand more pressure in 2 or 1. At idle or prox 800 move selector to 2 and then 1. If pressure goes up ei-ther 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 fric-tion 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 pres-sure should jump instantly to max., then back down to min when the key is turned back on.

Why Pressure rise is so important? If it’s not working: Low pressure, it will burn clutches with just a few hard throttle shifts. If it’s not working, High pressure, it’ll burn up gear train, for lack of lube, or destroy pump. Thanks for Listening, The Tech Team

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