| 4L60E/4L65E | |
| Production: | 1992–2013 |
| Manufacturer: | General Motors |
| Class: | 4-speed longitudinal automatic transmission |
| Predecessor: | Turbo-Hydramatic 700R4 |
| Successor: | 6L 80 · 6L 90 |
The 4L60E (and similar 4L65E) is a series of automatic transmissions from General Motors. Designed for longitudinal engine configurations, the series includes 4 forward gears and 1 reverse gear. The 4L60E is the electronically commanded evolution of the Turbo-Hydramatic 700R4, originally produced in 1982.
The 4L60E and 4L65E are built at Toledo Transmission in Toledo, Ohio and have also been built at Romulus Transmission in Romulus, Michigan and Ramos Arizpe, Mexico.
The two transmissions cannot be differentiated from the outside. The 4L65E shares the same exterior parts but have stronger internals such as 5 pinion planets compared to 4 in the 4L60E. 4L60E uses a 6.5" depth bell with 6 bolts for non gen 3 LS applications and a 7" depth bell with 7 bolts for LS applications. The 4L65E/70E uses a 7" depth bell and 7 bolts.
They also have different input shafts and torque converters. 4L60E's uses a 298mm input shaft for non LS and a 300mm input shaft for LS applications. 4L65E/4L70E uses a 300mm input shaft and converter designed for LS applications only.
Gear ratios:
The TH700R4 was renamed "4L60" (RPO MD8) following the new General Motors naming convention when the electronic version, 4L60E (RPO M30), was phased in as the 4L60 was being phased out. This happened in 1993 for trucks, vans, and SUVs, and 1994 for rear wheel drive passenger cars. In 1996, a bolt-on bell housing was phased in (along with a six-bolt tailhousing) for S-10 Trucks and S-10 Blazers and beginning in 1998 for all other applications. Beginning in 1998 a new 300mm torque converter with improved higher-capacity internals, 300mm style input shaft, and 300mm style pump was also introduced on models coupled to a Gen III Small Block. The 4L60E is rated to handle up to of torque. It weighs 133 pounds without transmission fluid.[1]
The 4L60E family of transmissions use 2 shift solenoids, initially called Shift Solenoid A & Shift Solenoid B, later changed to comply with OBD II (On Board Diagnostics revision 2) regulations to 1-2 Shift Solenoid & 2-3 Shift solenoid. By activating and deactivating the solenoids in a predetermined pattern by the PCM, 4 distinct gear ratios can be achieved. The last 4L60Es were only used in the GM Vans in 2013, before being replaced by the 6L80E. The shift solenoid pattern, also sometimes referred to as solenoid firing order, is as follows;
Shift Solenoid Pattern
| 1-2 Solenoid | 2-3 Solenoid | ||
| 1st Gear | On | On | |
| 2nd Gear | Off | On | |
| 3rd Gear | Off | Off | |
| 4th Gear | On | Off |
While controlled or partially controlled by the Powertrain Control Module (PCM), third gear is used as a failsafe gear and default operating gear during unexpected conditions. Without computer control, the transmission will automatically hydraulically shift from first gear into second gear based on input shaft RPM. Second gear is recommended for starts on snow and ice, as the available torque is lowered thus preventing wheel slip. The police package (9C1) B-body cars featured a First Gear Block Out (FGBO) Plate on the transmission housing to prevent drivetrain damage. The shift point for first to second gear is about 43 MPH (69 km/h) while second to third gear shift point is about 83 MPH (134 km/h) assuming a 3.08:1 differential and a 5,500 RPM engine speed limit.
An updated 4L60E, the 4L65E (RPO M32), was phased in the 2001 model year when coupled behind the 6.0 Vortec. Five-pinion front and rear planetaries, along with an additional 3/4 clutch allowing 7 clutches in the input housing and induction hardened input shaft assembly, were improved to withstand up to of torque.
Applications: