13-piece driver set sized for the case, pump and shell bushings in GM 700R4, 4L60 and 4L60E rebuilds. Drives worn bushings out and new ones in square.
Tearing down a 4L60E out of a Silverado, Tahoe, S10 or Camaro and finding bronze in the pan? Worn bushings are usually part of the story, and the overhaul is not finished until they are measured and the bad ones replaced. This 13-piece master set follows the Kent-Moore / SPX T-0220-700R4 layout, so the drivers match the bushing sizes in the 700R4, 4L60, 4L60E and 4L65E and work with the steps in a GM or ATSG manual. Each stepped driver does double duty: one side pushes the old bushing out, the other presses the new one in to depth.
Most of the rotating joints in a 4L60E ride on press-fit bushings rather than roller bearings. GM's overhaul procedure services them at the case rear, the pump body, the reverse input housing, the input sun gear, the reaction carrier shaft and the reaction sun gear, and it specifies a dedicated driver for each on a driver handle. That matters because a bushing is also an oil seal: it holds clearance tight enough that feed oil reaches the clutch it is meant for instead of bleeding out between the shaft and the bore. A driver with the right pilot keeps the bushing centered while it moves, and the shoulder stops it at the correct depth without flaring the edge.
Do the inspection with the unit apart on the bench. Slide each shaft or drum into its bushing and feel for rock, then look at the bushing face under good light for scoring, smearing or a step worn into it. If you find metal in the pan, figure out whether it is bronze (bushings and thrust washers) or steel (planetary or shell damage) before you price parts. Our 4L60E common problems guide walks through which failures leave which debris, and the bench tools guide lists the GM J-numbers (J 34196-B, J 21465-01 and the J 41778 pump bushing stop) this kit stands in for.
Built for the GM 700R4 family: 700R4, 4L60, 4L60E and 4L65E. That covers the 1993-2013 Silverado and Sierra 1500, Tahoe, Yukon, Suburban, S10, Sonoma, Blazer, Camaro and Corvette applications that used the 4L60E. It is not sized for the 4L80E, TH400 or Ford and Chrysler units. If you are not sure which transmission you have, check the ID tag on the case or send us your year and VIN. Browse matching hard parts and kits on our 4L60E parts page.
The set ships in a fitted case at about 6 lb, with steel drivers and knurled handles that stay grippy when your hands are wet with fluid.
| Pieces | 13 |
| Fits | GM 700R4, 4L60, 4L60E, 4L65E |
| Replaces | Kent-Moore / SPX T-0220, T-0220-700R4 style |
| Material | Steel, knurled handles |
| Storage | Fitted case |
| Shipping weight | About 6 lb |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Both. The stepped drivers push the old bushing out of the bore, then you use the installer side to press the new one in to depth. For the tailshaft bushing at the back of the case, a dedicated puller like the T-0160 is easier.
No. The drivers are sized for the 700R4, 4L60, 4L60E and 4L65E. The 4L80E and TH400 use different bushing sizes and need their own set.
Measure or feel every one, and replace any that are scored, show copper, or let the shaft rock. Many builders replace the pump, stator and reverse input bushings as a habit because they feed oil to clutches that burn when pressure leaks.
The driver shoulder sets it. Drive until the shoulder contacts the housing and stop. The pump body bushing has its own position stop in the GM procedure, so check that one against the manual.
Yes. The drivers and handles store in a fitted case, and the full kit ships at about 6 lb.
