4L60-E General Motors year interchangabillty facts

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I am merely driving my van
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4L60-E General Motors year interchangabillty facts

Post by sarcasticcrypto »

I am posting this to help understand the difference in 4L60-E transmission year of manufacture Technical issues that may be encountered if swapping between years. (using any 4L60-E because it LQQKS the same).
My journey led me here because, Nov of 22 while driving . . .
My van,2005 Astro, 4.3L, base, cargo, Rwd. The tranny said loudly with grinding metal to metal sounds, I QUIT.

This is info Ive gathered while trying to understand WHY I cant use a tranny from a different year model Astro (or other same vehicle family, as I have a couple retired Astro's with trannys). additionally, I would love to see a definitive chart or article regarding the 4L60 (and variants) transmission / year / vehicle family, interchangeability facts sheet that answers /ends all the speculating /guessing (as far as I know, or, It should work) misinformation that runs rampant. (this almost hits the mark)

This is from a member Tranzman of a different site/forum, it is NOT a quote as I have edited it lightly and may include some additional info Ive gathered.


As I understand it from doing nothing but 4L60E series since 2011. I was with GM when the 700R4 was introduced back in 1982 and left for the aftermarket in 1993.

1993-1995 S/T truck, 1993-1997 C/K trucks, most cars 1993-1995 used a 1 piece case. ALL 1 piece cases used a 4 bolt extension housing/TFC adapter
1996 S/T trucks started the removable bell-housing. It was brought in to save $$$ in foreign markets. (only have to cast a bell-housing instead of the whole case. This is where the 6-bolt extension housing/TFC adapter started.
1998- LS series of engines was introduced Actually it was 1997 Corvettes that got the first LS engine, Then 1998 F-body got it and used the 6-bolt bell-housing & 298mm converters/27 spline input. Then in 1999 the truck engine was introduced and all LS based engines moving forward were given the 7-bolt bell-housing & the 300mm converter/30 spline input. The S/T truck used the 298mm converter through it's end of production.
1999-up is the whole reason I wrote the 4L60E vs 4L65E vs 4L70E page. Yes they still use the same case through 2008 even though some internal changes happened in 2007 new body trucks. 2009-2013 the case changed for an internal mode switch, loss of the 3-2 downshift solenoid & pressure switch manifold.

This information is from from GM, ATRA (Automatic Transmission Rebuilders Association) and ATSG (Automatic Transmission Service Group) and having been building them since the beginning of the 700R4 in 1982.

Forgive me if some of my year data is incorrect, I am shooting from memory. Please keep in mind that all model years were a transition from one to another and model years usually start in September of the previous year.

Here is a copy and paste quote directly from the 2019 GM Performance catalog that includes the newest 4L75E transmission. It rivals the 4L80E for torque capacity.

4L60-E Series
The Hydra-Matic 4L60/4L65/4L70/4L75 family of transmissions is differentiated primarily by gearset design. Each planetary gearset in the 4L60 has four pinion gears. There are five pinion gears in the 4L65 and 4L70, but the 4L70 has a higher torque rating. The external dimensions and mounting provisions are identical for each transmission in the 4L60 family.

Maximum torque capacity for each includes:
4L60-E – 380 lb.-ft. | 4L65-E – 430 lb.-ft.
4L70-E – 495 lb.-ft. | 4L75-E – 650 lb.-ft.

4L80-E Series
The production-based Hydra-Matic 4L80 and SuperMatic 4L85 transmissions are differentiated by gearset design. Each planetary gearset in the 4L80 has four pinion gears, while the 4L85 has five pinion gears. The external dimensions and mounting provisions are identical for each. The maximum torque capacity for each includes:
4L80-E – 440 lb.-ft. | 4L85-E – 685 lb.-ft.

Personally it is not fair to the 4L60E series transmission without touching on the 700R4. The 700R4 is the predecessor to the 4L60E, it is just a hydraulic version and is still valued for hot rod swaps and uses the same gear ratios. It started from 1982-1992 and some 1993 model cars. It was given the RPO code MD8.

To identify the main differences between them:
The 700R4 had a 4-pin electrical connector on the driver’s side of the transmission and a cable that attaches to the passenger side behind the 2-4 servo assembly. All 700R4's had a 1-piece case like the 4L60E in 93-95 S&T trucks, 93-97 C&K trucks & 93-97 cars.
The 4L60E has a 20-pin case connector on the passenger side behind the 2-4 servo as well.

All 4L60E’s were given the M30 designation for the RPO code. It came out in 1993 and ran until 2012(limited with Colorado's/Canyon/Hummer). All 4L60E's had a 4-pinion planetary gear train. Part of the confusion is in the change from the 1-piece case design and the transition to the 2-piece case. All 4L60E case connectors are a 20 Pin connector that used 13-17 pins, more on that later. The gear ratios: 1st: 3.06, 2nd: 1.62, 3rd: 1.00, 4th: 0.70

The 4L60E family used quite a few different bell-housing mounting styles. I will focus on the 3 different US bell-housings.

Small bell-housing 2.2L 4cyl. & 60 degree V-6. This style used a 245mm torque converter, a 27 spline input shaft with an o-ring behind the splines. These also used a short stator front pump.

Large bell-housing for the 90 degree V-6/V-8 with 6 mounting holes, Casting # 24206579. These used a 298mm converter and short stator front pump. This also used a 27 spline input shaft with the tipped end that has an o-ring in front of the splines.

LS based bell-housing with 7 mounting holes, Casting # 24206952. The biggest give away is the top center bolt hole. These used a 300mm converter and a long stator front pump. This is were the most confusion comes in between 4L60E, 4L65E & 4L70E transmission. Internally they are different, externally they look identical.

To identify all 4L60E’s GM put a code on a white sticker. The sticker was placed on the bell-housing or the case, depending on the design. For a fail-safe way to identify them, there is also a stamped code or etched code on the case.

For the 1-piece case it is on the right rear corner of the case on the flat surface just above the pan rail.

For the 2-piece case it is on a flat surface of the case just behind the rear of the pan.

Both contain the code for the what the transmission was made for. It also contained the Julian date for time of day and the shift it was built on.

The 1st digit being the year, the 2nd digit being the body code, the 3rd being the engine.

Basically the 1993 and 1994 are the same. They are a one-piece case and had a short manual shaft. They shared internal electrical.

Many people are confused over the changes made to the 4L60E from 1995-2001. I hope this clears some of it up.

1995 was a year all on its own. It has the long manual shaft for the externally mounted neutral safety switch. It also was changed to a PWM (pulse width modulated) TCC apply. Internal electrical is different from that of 1993/1994 and 1996 and up.

1996 started the 2-piece case or bolt on bell-housing and came in the S and T bodies. The bolts used to retain the bell-housing to transmission case are Torx-plus 50-IP design. This design change came from GM to service foreign areas (Jaguar/Holden) with only a bell-housing change instead of the full case needing to be cast.

1996-1997 full size trucks still retained the 1-piece cases.

1998 started all 4L60E's with the 2-piece case.

The LT 4.3L, 5.0L & 5.7L Gen II engine family used the standard Chevrolet 6 bolt pattern. This bell-housing had a casting # of 24206579. It also had provisions for the cast aluminum engine oil pans. This allowed the transmission to be a structual member of the vehicle.

In 1999 the LS based truck engine was introduced and it was given a longer input shaft for the 300mm converter. It has a 30 spline end with the TCC o-ring behind the splines. It was given a center top bolt to retain 6 motor attachment bolts, it had 7 bolt holes in the bell-housing altogether. The bolt at 2 o'clock would interfere with the water-jacket of the LS family and is not used. This bell-housing carried a casting # 24206952 and is 5/8" deeper than the 6-bolt bell-housing. This set up was shared with the 4.3L engine in full sized trucks and vans from 2001 I'll say this again the center top hole is the easiest way to tell an LS based transmission

The 7-bolt bell-housing casting # 24206952,

In 2001 GM introduced a 6.0L LS engine and felt the 4L60E as designed could not withstand the torque & horsepower of that engine. The 4L65E transmission was redesigned internally and given a 5-pinion planetary set for both front and rear gear train and a 7 friction 3-4 clutch. They gave it the 4L65E name and the M32 RPO code. Some may call it a 4L60E-HD.

From ATRA the codes for a 4L65E are:

The internal wiring is the same on all 4L60E & 4L65E transmissions from 1996 to 2006 and have a grey/green case pass through connector with 13-pins. There was a change to the EPC solenoid in 2003, but operation remained the same. (I have interchanged EPC solenoids/wiring harnesses many times) 1996 to 2000 the TCC operation and function was the same. For 2001 the valve body was redesigned for a different TCC Handling/operation.
I have interchanged valve bodies from 1996 to 2006 as well with the proper TCC regulator valve change and separator plate. Most re-builders get rid of the PWM (pulse width modulation) operation and change it to an on/off operation.

For 2005-2006 GM transitioned toward an added input speed sensor, which required the input rings to move .190 rearward on the input shaft. In late 2006* the input sensor was fully incorporated and got a black/tan or white/tan case pass through connector with 15-pins.

*(I have seen 2007 Trailblazer units with white/tan 13-pin case pass through connector, they were ISS ready. Internally there was a plug in the hole for ISS and no reluctor teeth on the input shaft. They had ID codes of 7SDD & 7TDD.)

The 2006 and up 4L60E V-8 has been called 4L70E, because of the ISS that made it differ from the 2005 and older units.

The 4L70E was given the RPO code of M70 and was made for the Chevrolet Silverado SS or Silverado with the Vortec Max, Trailblazer SS & GMC Sierra versions. It was set up exactly like a 4L65E with the addition of a hardened stator spline, hardened output shaft, wide input sprag & a different 1-2 servo assembly with casting #24230441. This servo is slightly larger than the Corvette servo but is smaller than the standard V-8 #553 servo.

GM’s product announcement for the 4L70E #05-07-30-026 - (Oct 7, 2005) gives the transmission codes.

“Below are the 2006 4L70-E applications and models:
• Sport Utility 4L70-E models with ISS: SKD/TKD
• Full-Size Pickup 4L70-E models: CMD, CWD & KMD”

From ATRA the codes for a 4L70 are:


In 2009 the 4L60E series transmission was changed again and removed the 3-2 downshift solenoid, PSM (pressure switch manifold) and the external neutral safety back up switch. It was given an internal mode switch to replace it. It has a 17-pin Blue case pass through connector. The bellhousing retaining bolt were changed to a Mortorq MTS-4 bit.

The 4L75E never made it in a production vehicle and is a GM Performance item only. Based on the 4L65-E/4L70-E. Features five-pinion gear-sets, heat-treated stator shaft splines, induction-hardened turbine shaft, 8-friction-plate 3-4 clutch and specific valve-body calibration, unique high-strength input housing, higher-capacity servo, wider 2–4 band.

any 4L60E with a belhousing casting # of 24206579 on it will be a 298mm input shaft. 1998-2004 will work. Just keep in mind that the C & K trucks from 2001 on 4.3L went to an LS based (24206952) bellhousing. The casting #'s are on the outside of the starter pocket.
The 0411 PCM should be able to control any GM trans. A 4L80E may require segment swap for transmission control.

They took the case M30 marks off of them. when the 6.0L came out, the M30 cast into the case was unusable because the 4L65E was an M32. The 6KLD code does not come out in the known 4L65E codes, but only in the 4L60E code list.
Because the 4L65E was not used behind a 5.3L, my experience says it is a 4L60E. Despite what information Monster transmission say's on their website. The two piece case design does not indicate a 4L65E transmission. The gen 2 bell housing is a casting 24206579 and the Gen 3 is 24206952. All LS based engines received the 24206952 bell housing. It was far easier & cost effective to cast a different BH for different vehicles than to cast a whole one piece case.
There is a etching in the bottom of the case behind the pan rail in front of the 4x4 adapter. That etching should match the white tag on the transmission case. They also contain a series of digits behind the first 4. I have been told they contain the last 8 of the VIN code. I never bothered to find out for sure.

The Late 4L60-E transmission has a three piece case of cast aluminum alloy; bellhousing, main case, and tailhousing. GM shortened the package to 21.9" long - equivalent to a manual transmission of 15.4".
The input shaft has 30 splines. The transmission typically has pinned flare & o-ring fittings on the passenger side for a cooling circuit. The transmission has a square oil pan.

The key distinction of the Later 4L60-E (1996-2010) from the Early 4L60-E (1992-1997), 4L60 (1990-1992), or 700R4 (1982-1989) is the six-bolt "hex" tailhousing / adapter pattern. previous versions had a four-bolt square bolt pattern tailhousing. The removable bellhousing is another distinguishing feature.

Two-wheel-drive versions have longer output shafts than four-wheel-drive.
weighs 146 pounds dry, and 162 wet. It requires 8.4 quarts (9.64" torque converter) or 11.4 quarts (11.81" torque converter) of Dexron III or Dexron VI fluid, the factory claims to be a lifetime fill.
The 4L60-E is found in nearly every GM rear-wheel-drive, including the C/K Truck, Sonoma, Jimmy, Tahoe, Yukon, Astro, Safari, Suburban, Bravada, Firebird, Camaro and Corvette.1998 Bellhousing for 300mm converters and 5/8" deeper. 1998+ Firebird and 1999+ C/K Trucks. These versions required new turbine and stator shafts.

4L60-E front bellhousing face is natively compatible with either the Chevrolet 90 degree “Small Block” & “Big Block” patterned engines, including the V6, V8 & I6.

The transmission is electronically controlled by the PCM and its requisite wiring, it is usually simplest to join the 4L60-E to the engine it came with from the factory. Earlier engines can be joined to the 4L60-E by use of a GM Controller, #12497316. Carbureted engines will require a Throttle Position Sensor. Individuals converting to earlier engines or engines not controlled by a GM PCM should consider the TH700R-4 as the simpler and cost-conscious alternative.

might be helpful info,

2003 Tag ID Vehicle
3CAD 4.3L C-Truck Standard cab, G-Van
3CBD 4.3L C-Truck Extended cab, G-Van
3CHD 4.8L, 5.3L G-Van, C-Truck Standard cab
3CJD 4.8L, 5.3L G-Van, C-Truck Extended cab
3KAD 4.3L K-Truck
3KCD 5.3L K-Truck, H-Van
3KZD 6.0L K-Truck 4L65E Most were 4l80E
3MSD 4.3L M-Van
3SAD 2.2L S-Truck
3SCD 4.3L S-Truck
3SDD 4.2L S-Truck
3SHD 4.3L S-Truck
3TAD 4.3L T-Truck, L-Van
3TDD 4.2L T-Truck
3YDD 5.7L Corvette
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