Pulls and drives the tail housing bushing on a 4L60E without dropping the extension housing, so a leaking rear seal gets fixed in the car.
If your 2WD Silverado, Sierra, Tahoe, Camaro, S10 or any other truck with a 4L60E or 700R4 keeps dripping ATF off the tail of the transmission, and a new rear seal only stops it for a few hundred miles, the seal is rarely the real problem. The bushing behind it is worn, the slip yoke is floating, and the yoke wipes out every new seal you put in. This remover and installer swaps that bushing with the extension housing still bolted to the case, so the repair happens under the truck instead of on a bench.
On a two-wheel-drive 4L60E the output shaft runs out the back of the case into a long aluminum extension housing, and the driveshaft slip yoke slides over the shaft splines inside it. The bushing at the rear of that housing is the only thing holding the yoke centered. The rear seal does not support anything; it just rides on the polished yoke surface. Once the bushing wears oval, the yoke moves up and down with every driveline load change, the seal lip gets pushed off its sealing surface, and fluid walks out. GM treats this as a separate service item: the factory overhaul procedure has its own case extension bushing replacement step using a driver handle, a dedicated bushing remover and a bushing set, and a rear seal installer for the seal that goes in after it.
With the truck safely supported, grab the driveshaft right behind the seal and try to lift it. A healthy bushing allows almost no movement. Then pull the driveshaft and look at the yoke: a groove worn into the seal surface, rust pitting, or one-sided polish means the yoke needs attention too, because a new bushing and seal will not seal against a damaged yoke. Check the U-joints while it is out. If you have the pan down, bronze slivers in the filter point to bushing wear somewhere in the unit. If the leak turns out to be internal or the unit is slipping, start with our 4L60E common problems guide before spending money on the tail end.
This set is listed for the GM tail housings that share the same yoke and bushing: 4L60E, 700R4, TH350, TH180, TH200, 200-4R, NV1500, and Borg-Warner T5 units including Tremec and World Class versions. It is sized for bushings with a 1.500 in minimum ID and 1.700 in maximum OD, on shafts up to 1.25 in diameter. It is a two-wheel-drive tool; on 4x4 trucks the transfer case adapter takes the place of the extension housing. Housings were changed by aftermarket swaps over the years, so if your truck has a non-stock tail, measure the bushing before ordering or send us your year and VIN. Browse the rest of our 4L60E parts and tools for the seal and fluid.
Raise the rear of the vehicle or plan for fluid loss, because the tail housing drains once the driveshaft comes out. Mark the driveshaft to the pinion flange, pull it, and pry out the old seal without gouging the bore. Thread the remover through the bushing and turn the drive screw to draw it out toward you; there is no need to chisel or collapse it. Wipe the bore clean, start the new bushing square, and drive it home with the installer so it does not cock and shave. Fit a new rear seal, lube the lip with ATF, reinstall the driveshaft on your marks, then top off with Dexron VI ATF and check the level hot, at 180 to 200 F. If you would rather have the heavier-duty version of the same job, compare the T-0160 tailshaft bushing tool. For rebuilds where the housing is already off the case, our 4L60E bench tools guide covers the full bushing driver set.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. That is the point of it. With the driveshaft out, the remover threads into the bushing through the rear of the housing and draws it out, and the installer drives the new one in, all with the housing still bolted to the case.
Not for the transmission tail. Four-wheel-drive 4L60E trucks use a transfer case adapter instead of the long extension housing, so there is no slip-yoke bushing in the same place. This set is for 2WD applications and the other GM and T5 units in the fitment list.
It is built for bushings with a 1.500 in minimum inside diameter and 1.700 in maximum outside diameter, on shafts up to 1.25 in. If you are not sure your housing is stock, measure the old bushing before ordering.
Yes. The old seal has already been worked by a loose yoke and pulling the bushing means the seal comes out anyway. Also inspect the yoke surface; a grooved or pitted yoke will cut a new seal no matter how good the bushing is.
Top off with Dexron VI, then check the level hot. GM owner manuals for these trucks specify a reading at normal operating temperature of about 180 to 200 F, with the level inside the hot band on the dipstick, and recommend checking twice to confirm a consistent reading.
Both remove and install the tailshaft bushing in the car. This two-piece set is the lighter, lower-cost option at about 1.75 lb; compare the two listings and pick the one whose contents match how often you will use it.
