4L60E Banner Rebuild Kit 1992-2000, new and ready to install. Fits the 4L60E. Ships fast from the USA.
A 1993 to 2000 Chevy or GMC half-ton, a Tahoe, Yukon or Suburban, an S10 or Blazer, or a V8 Camaro or Firebird that now slips on the 2-3 shift, hesitates before it drops into Reverse, or leaves burnt-smelling fluid on the dipstick is the truck this kit was made for. It is a new GM banner rebuild kit for 4L60E units built from 1992 through the 2000 model year, and it puts the friction plates, overhaul gaskets and seals and a filter for one soft-parts rebuild into a single box.
The 4L60E makes four forward speeds and Reverse from two planetary gear sets. Five multi-plate clutches (overrun, forward, 3-4, reverse input and low/reverse) plus the 2-4 band and two one-way clutches decide which gear members are driven or held. Each multi-plate pack is squeezed by a hydraulic piston, and each piston only works if its seal holds the pressure the valve body sends it. On a high-mileage unit, the parts that give up first are the paper linings on the frictions and the rubber on the pistons. A banner kit replaces exactly those, along with every gasket you disturb on teardown and the filter. Steels, bushings, drums and the band are not part of a banner kit, which is why it costs less than a master kit. It is the right box when teardown shows clean drums and flat steels, and the wrong one when the 3-4 drum is blued or the sun shell splines are gone.
Not every complaint on an older 4L60E is a clutch problem. A converter clutch that will not hold and sets P0741 is often caused by valve body bore wear, and a worn pressure control solenoid can make shifts harsh or soft and set P0748. New frictions fix neither. Scan for codes, check the fluid level hot, and use our 4L60E common problems guide to match the symptom to a cause. Sonnax documents vacuum test points on the 4L60E valve body for finding worn bores, and our valve body rebuild walkthrough covers that step. If the codes are clean, the fluid is burnt and slip shows up in more than one gear, a soft-parts overhaul is the logical repair.
This kit is listed for the 4L60E from 1992 through 2000. GM brought the 4L60E out for the 1993 model year, so 1992 refers to the earliest production units, not a different design. The unit did change inside this window: the Sonnax 4L60E overview separates the early non-PWM converter clutch apply parts from the later PWM design, and valve body gaskets and separator plates changed with them. A kit spanning the range has to cover both, so hold each new gasket against the old one and against your separator plate before the valve body goes back on. Because the listing stops at 2000, check fit carefully on a 2001-or-later unit, and do not assume it covers a 4L65E. If you are unsure, send us the year and VIN or read the ID tag on the case. Browse the full 4L60E collection for hard parts and later kits, or the narrower 1993-96 banner kit if your unit falls inside those years.
| Fits | 4L60E 1992-2000 |
| Part type | Banner Rebuild Kit |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The kit is listed for 1992-2000 4L60E units, and a 1999 half-ton with the 4L60E falls inside that range. Confirm the transmission is a 4L60E (RPO code M30 on the glovebox sticker) and not a heavier unit, then send us the year and VIN if you want us to check it.
A banner kit gives you the frictions, overhaul gaskets and seals and a filter. A master kit usually adds more, such as steels, bonded pistons or a band. If your steels and drums inspect clean, the banner kit covers what a typical high-mileage 4L60E needs for less money.
Only if the cause is a burned 3-4 clutch pack. If the sun shell splines are stripped, the frictions will not help and you need a new sun shell as well. Inspect the shell and the 3-4 drum on teardown before you order.
Reuse steels that are flat, clean and free of blue heat marks. Replace any that are warped or discolored, and always measure pack clearance with the steels you will actually run.
Use Dexron VI ATF. Prime the pump, fill to the cold mark, then check the level again at operating temperature, engine idling in Park.
If your scan tool supports it, clear the stored transmission adapts so the PCM learns the new clutches instead of compensating for the worn ones. Then drive the truck gently through every gear for the first few trips.
