Preparing to replace 4L60e myself.

[Merc1973]

The play is normal, and its fine for fluid to be in the tailshaft....it has an o ring seal to the main case, and output shaft seal on the driveshaft, and a driveshaft copper bushing that MUST be lubed by......yep you guessed it, trans fluid.

Thnks, thats a relief to know. Is there a seal to replace between the transfer cae adapter to transmission and a seal between the transfer case and adpater?



This slow going as heck, only broken bolts at exhaust y pipe to muffler pipe. That y pipe is heavy as sh.....

 

[swampfoxjr]

Thnks, thats a relief to know. Is there a seal to replace between the transfer cae adapter to transmission and a seal between the transfer case and adpater?



This slow going as heck, only broken bolts at exhaust y pipe to muffler pipe. That y pipe is heavy as sh.....

I had to do the y pipe solo, put a hand in the middle to help balance it. Also for the T-case, unplug all harnesses & remove wires from clamps, label each wire, then unbolt.


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[1_8TTony]

I'm sorry dude, but you don't have the slightest F-ing clue what you're talking about. You've never seen GM PCM/trans programming of a 4l60e either. Listen carefully, nothing, and I mean nothing about the transmission is adaptive. Not one single part of the programming. Stop spewing BS.

Clueless? Hmm.... No need to argue about it when you can read about it:

Transmission Adaptive Functions
(Source: AllData)

The 4L60-E transmission utilizes a line pressure control system during upshifts to compensate for the normal wear of transmission components. By adjusting the line pressure, the PCM can maintain acceptable transmission shift times. This process is known as "adaptive learning" or "shift adapts" and is similar to the closed loop fuel control system used for the engine.

In order for the powertrain control module (PCM) to perform a "shift adapt," it must first identify if an upshift is acceptable to analyze. For example, upshifts that occur during cycling of the A/C compressor or under extreme throttle changes could cause the PCM to incorrectly adjust line pressure. When an upshift is initiated, a number of contingencies, such as throttle position, transmission temperature, and vehicle speed, are checked in order to determine if the actual shift time is valid to compare to a calibrated desired shift time. If all the contingencies are met during the entire shift, then the shift is considered valid and the adapt function may be utilized if necessary.

Once an adaptable shift is identified, the PCM compares the actual shift time to the desired shift time and calculates the difference between them. This difference is known as the shift error. The actual shift time is determined from the time that the PCM commands the shift to the start of the engine RPM drop initiated by the shift. If the actual shift time is longer than the calibrated desired shift time, a soft feel or slow engagement, then the PCM decreases current to the pressure control (PC) solenoid in order to increase line pressure for the next, same, upshift under identical conditions. If the actual shift time is shorter than the calibrated desired shift time, a firm engagement, then the PCM increases current to the PC solenoid in order to decrease line pressure for the next, same, upshift under identical conditions.

The purpose of the adapt function is to automatically compensate the shift quality for the various vehicle shift control systems. It is a continuous process that will help to maintain optimal shift quality throughout the life of the vehicle.

Clearing Transmission Adaptive Pressure (TAP)
Transmission adaptive pressure (TAP) information is displayed and may be reset using a scan tool.

The adapt function is a feature of the PCM that either adds or subtracts line pressure from a calibrated base line pressure in order to compensate for normal transmission wear. The TAP information is divided into 13 units, called cells. The cells are numbered 4 through 14. Each cell represents a given torque range. TAP cell 4 is the lowest adaptable torque range and TAP cell 14 is the highest adaptable torque range. It is normal for TAP cell values to display zero or negative numbers. This indicates that the PCM has adjusted line pressure at or below the calibrated base line pressure.

Updating TAP information is a learning function of the PCM designed to maintain acceptable shift times.
It is not recommended that TAP information be reset.

 

[David Paul]

Hummm, I think someone owes someone an apology, if only for the language used to disagree.....

 

[Jimmy John]

Sounds like you've already started working on it but if you have a pressure washer I like to spray the whole area down first before I get under an old grimy truck.

 

[1_8TTony]

I'll have to figure out the 15mm wrench for the transfer case.

Today I just picked up some cooler line detergent to clean out the cooler lines, and a case of DEXRON 6.

I took an old, cheap 15mm wrench and cut it down to a couple inches in length.

It's always a good idea to replace the old transmission cooler with a new one. Infact, I bet somewhere in your paperwork on the new transmission, you will find something that states the "warranty will be VOID" if a new trans cooler is not used.

Removing the transmission crossmember will allow the transfer case to come down a few inches allowing a little more access to that top bolt. Still gonna be a pain to get to.

Also, important to use a new torque converter.

 

[1_8TTony]

You will need a pick tool of some kind to remove the E clips that secure the cooler lines onto the transmission. A small hook shaped pick tool works best. Pull the clips off and slide the tubes out......the tubes do not "unbolt".

Upon reassembly, you will preinstall the E clips onto the new transmission's cooler tube receiver bolts.

Look at the new transmission.......where the lines will attach. If the new transmission still has the two receiving bolts for the cooler lines........ You will see a small groove where the wire E clip snap onto the connector bolts.

Here's a link to a picture of what the cooler tube bolts look like. If you look closely, you will see the E clip.

https://www.google.com/search?q=4l60e+cooler+line+clip&biw=1294&bih=678&tbm=isch&source=lnms&sa=X&ved=0ahUKEwjLouueyqbQAhUX52MKHYYzBpwQ_AUIwgEoAQ#imgrc=lHs-BKDikJqbBM:

 

[01ssreda4]

You're right about one part, it does monitor "shift time" and creates "shift time error" data. But listen close, for a 4l60e, which is WITHOUT a dedicated TCM, it makes no difference, at least not like what you're trying to explain. You can google all you want, but reading that long winded BS and actually changing transmission programming and feeling the changes and seeing the data are two completely different things.

 

[retiredsparky]

The bottom line is there may be some weird shifts after a transmission changeout, but the PCM will automatically adapt over a very short period of time without any intervention. If you are worried, you could drive it to a dealer to get the PCM "adjusted". By the time you get there, the PCM will adapt itself.

One more thing that is obvious to most-drain the tranny first or there is a big mess.

 

[Dneel81]

Yup. I pulled the 4l60 out of my truck, and forgot to drain it. it then slipped while I was moving it from the floor to the pickup bed and dumped atf all over my right leg. one of my work boots is, to this day, still darker than all my others.