Five 0.090 in forward clutch steels for the GM 4L60E, 4L65E, 4L70E and 700R4, OE 8654325, to restack a burnt forward pack with flat, fresh plates.
A 4L60E that takes a second or two to grab Drive, slips on takeoff when it is warm, or came back from a rebuild with a harsh engagement often has the same thing in common: a forward clutch pack running on tired steels. This 5-pack replaces those plates. Each steel is 0.090 in (2.28 mm) thick with 20 external teeth, a 4.261 in inside diameter and a 6.066 in outside diameter, sold as Tri Component 77113AK-5 and interchanging with GM 8654325 and 77113A.
The forward clutch sits inside the input housing alongside the 3-4 and overrun clutches. In the GM stack it goes apply plate, waved plate, then steels alternating with frictions, a selective backing plate and the retaining ring. The steels are splined to the forward clutch housing, the frictions drive the forward sprag, and when the piston applies, the pack locks input torque to the sprag and gear train in every forward range. Because it works in first, second, third and fourth, the forward pack sees heat on every launch, and a slip that starts there quickly cooks both sides of the pack. Steels that have been overheated come out blued, heat-checked or dished, and a warped steel will never let a fresh friction seat evenly.
Check fluid level and condition first; low fluid alone causes delayed engagement. On the bench, air check the loaded input drum to make sure the forward and 3-4 pistons apply without leaking, and check the O-ring between the input housing and the forward clutch housing, as Sonnax recommends in its 4L60-E clutch checklist. Leaks there starve the forward pack and the new plates will burn just like the old ones. Then lay each steel on a flat plate. GM's inspection list for forward clutch steels is heat damage, flatness, surface finish damage, damaged tangs, burrs and nicks. If a steel rocks, shows hard blue spots or has a polished glaze, replace the set. Our 4L60E overrun clutch guide explains the neighboring pack in the same drum, and the 4L60E common problems guide covers related failures.
Listed fitment is the 4L60E 1993-up, the 4L65E and 4L70E 2001-up, and the TH700-R4 1985-1993, which covers the Silverado, Sierra, Tahoe, Yukon, Suburban, S10, Blazer, Camaro and Corvette families that used those units. Forward plate counts vary by model and by aftermarket clutch kit, so count the steels you remove and confirm thickness with a micrometer. If you are not sure, send us your year and VIN or the code on your transmission ID tag. More hard parts are in the 4L60E parts collection.
A 4L60E clutch spring compressor and seal installer set makes the piston and seal work easier, and the super master rebuild kit with steels and pistons is the better buy when every pack in the unit is burnt.
| Position | Forward clutch |
| Quantity | 5 steel plates |
| Thickness | 0.090 in (2.28 mm) |
| Tooth count | 20 external teeth |
| Inner / outer diameter | 4.261 in / 6.066 in |
| Fits | 4L60E 1993-up, 4L65E, 4L70E 2001-up, TH700-R4 1985-1993 |
| Interchange | GM 8654325, 77113A, 511609, 352-1105, 61105D, 74128A |
| Part number | Tri Component 77113AK-5 |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It depends on the model and the clutch kit. Count the steels you remove and match the plate thickness. This pack has five 0.090 in plates.
Yes, the listed fitment includes the TH700-R4 1985-1993, the 4L60E 1993-up and the 4L65E and 4L70E 2001-up.
Only if they are perfectly flat and free of heat marks and glaze. GM checks steels for heat damage, flatness and surface finish. Blued or dished steels cause slipping or harsh engagement with new frictions.
GM lists 0.030-0.069 in plate travel for 245 mm converter units and 0.034-0.074 in for 298/300 mm units, set with the selective backing plate.
Low fluid, a leaking forward clutch seal or O-ring, a worn forward accumulator or burnt forward plates can all cause it. Check fluid first, then air check the forward clutch.
