The L in the title signified that the transmission as an engine that sits longitudinally. The number 4 in the title indicates that the transmission is a 4 speed transmission. Additionally, the 4L60EРІР‚в„ўs name states a tremendous amount about the transmission. The 4L60E transmission is equipped to withstand as well as a handle the max engine torque of 360 lb.-ft. This was generally caused by buildup of debris. Given its performance, there were common issues with the transmission the componentРІР‚в„ўs ability to use the reverse gear was seen as a grave issue. Then, there was the addition of the electronic control that improved the performance of this transmission tremendously. Additionally, the transmission also featured strong fuel economy performance. The low speed performance capability was one of them. The popularity of this transmission was based on many of the carryover features. This transmission can still be found in light-duty van applications and even in the overseas market in the Holden Commodore. With this transmission not as widespread as it once was, there are still some applications that GM uses for this 1998 transmission. As the arrived in 1996, it was not fully created in until 1998. With many variations, the easiest to recognize externally is the removable bell-housing found on the late model 4L60E transmissions. Given such, the differentiation occurred in 1996. P.s.The 4L60E can be classified into both an early version as well as a late version. To get back to the topic of Trannies just remember what you are driving. Maybe the next time one of 'your' guys brings you back pieces of your 'builds' in a box you will take a minute to remember a lone soldier from the bay area that wasn't afraid to think out of the box. So let's do this you go back to surfing the web and picking arguments with guys that are trying to help fellow hot-rodders and I'll get back to building Bullet proof trannies. This is the typical situation that starts off as a guy trying to help another guy and ends up being a competition of who has the biggest input shaft! In the classroom situation it doesn't make since to adjust the EPC but when you are in the 'trenches' on a daily basis and building automatic transmission for a living it is a little different. 113k is a lot of miles on oem bushings/rubber mounts. maybe it is a bad trans mount and or ta bushing causing the the harsh bang into drive. does this seem out of the ordinary to you? i was also thinking i need a higher stall to soften the drop into drive, maybe something is wrong. i wasnt expecting this, but i thought it was one of those trade-offs when you crank things up. like, the car lurches and i cringe, thinking that i need to replace my trans mount, and do something with the t/a to handle the increase in stress on the driveline. wait a minute! since reinstalling my pcm after a tune by frost, my car has an outstanding 1-2 shift, very crisp 2-3,3-4,but when going to drive it bangs hard. You don't have to live with a trans that bangs from neutral to drive to have something bulletproof.Р”Р„s I mentioned there are much better ways of playing with line pressure. It makes the trans harsh all over the board,which is not necessary, hard on the planetaries and is really unnecessary abuse. The suggestion of turning up the pressure with the EPC solenoid is not the best route. You can build them bulletproof and still be very comfortable to live with day in and day out. You can tailor the line pressures in the tune to your desired feel,upshifting and downshifting,and not have that dreaded 'bang' when you slide it into gear. Very hard on parts.Р”В«etter off to up the line pressures either via shift kit,or in the tune.

It will also cause 'in gear' harsh shifting,meaning everytime you go from park to drive or neutral to reverse it will 'BANG' into gear,a very unpleasant situation,and if you don't have your foot on the brake 'hard' it will shove the car. It ups the pressure everywhere accross the board. Turning the little screw on the EPC solenoid does up the line pressure,but it causes other issues too. Also what we do is turn the EPC soleniod IN 1/2 turn to raise line psi, but be careful to not get carried away with the soleniod adj.Sonnax makes great tranny parts, I've used them on builds in the past. it is sonnax#77911-03k check it out on their web sight if it is even on there yet. I have the part # for sonnax's new servo that is ridiculous. If he has the corvette servo setup already and is STILL having 2nd gear issues (possible squak on band apply) going of his post.Then he will eat up his fresh trans too.He obviuosly needs more help keeping that band on and more line psi.

4l60e shift kit freewheeling