![]() ![]() GM later introduced the stronger 4L70E in 2006 which was just like the 4L65, but had an input shaft speed sensor located in the pump and eventually they added a more reliable internal mode switch (IMS). It looked just like the 4L60E on the outside but had stronger internal parts including a five-pinion planetary carrier, along with a better torque converter and input shaft. In 2001 the 4L65E was released as an upgrade. The advantage of the removable bell housing is that multiple engine bell housing patterns can be adapted to the same transmission case. From 1998 onwards, all models of the 4L60E produced were late models. The later models introduced from 1996 have a removable bell housing which isn’t interchangeable with the early models. ![]() There are an early and late model 4L60E transmissions. Then in 1995 GM added a Pulse-Width-Modulation (PWM) torque converter clutch solenoid for smoother engagement. ![]() In 1993, the 4L60 had the E added to it to become 4L60E, which indicated the use of electronic shift controls in the transmission. A longitudinal 4-speed automatic overdrive transmission which later got renamed to be the 4L60 in 1990. In 1982, GM came out with the 700R4 transmission. The 4L60 transmission was in production for over 25 years and it has gone through a number of different iterations and name changes in that time. It is General Motors first automatic transmission with overdrive and electronic controls, which brought about a new era of sophistication and more precise control of automatic transmissions. Time for the shadetree to add a few leaves.The GM 4L60E introduced in 1993 is the successor to the Turbo-Hydromatic 350 (TH350). By making things more and more complex on the puter end, they seem to have us buffaloed by this one subject alone. Lets stop giving in to those at the factory that would have us bring it to the dealer. Lets get more familiar with the wiring of this this stuff, find the right diagrams, information, etc and buy a roll of wire/plug/socket/extra sensor, blah blah. It's an insult to an electronic technician as well as to a mechanic. Sets of individual wires from different places all placed under NOT ONE, but 3 or 4 ground locations. Heck the grounding system on most of these vehicle is an insult. Heck a bad crimp and we buy a harness, WHY. Most of us have traded our test lights for digital ohm meters, stopped skinning wire and started pushing pins into them, etc. WHY? Non of us that are doing this kind of work are incapable of thinking it out are we? I mean even if they all turn out to be the wrong colors, isnt it simply getting proper electrical continuity that we need? (IN harness). We install burglar and sound systems,etc, but when it comes right down to adding a single wire to a harness we seem desperately afraid to do this. We constantly rebuild motors, change transmissions and the like, we can sand, bondo, paint. ![]() I find this a strange and almost insulting situation. ![]()
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