Original equipment GM 18mm pump rotor kit for rebuilding a worn or scored 4L60E front pump when line pressure drops or the pump gets noisy.
If you have a 4L60E apart on the bench and the pump rotor faces are scored, this is the factory replacement: GM part number 24219542, the 18mm select-fit rotor. It is the part rebuilders reach for when a 1993-2013 Silverado 1500, Sierra 1500, Tahoe, Yukon, Suburban, S-10, Sonoma, Blazer, Camaro or Corvette came in with slow engagement, slipping on the 3-4 shift, a whine that rises with engine speed, or a pump that loses prime after the truck sits. The same pump design carries into the 4L65E, so it serves that unit too. Buying the rotor instead of a complete pump makes sense when the pocket and slide still measure good and only the rotor took the damage.
GM's service information describes the 4L60E oil pump as a 13-vane, variable-displacement design. The converter hub turns the rotor, the vanes ride out against the bore of a pivoting slide, and the space between the rotor and slide is where oil is picked up and pushed into the line circuit. The rotor sits in a machined pocket in the pump body, and the clearance between the rotor faces and that pocket is what keeps pressurized oil from leaking back to the suction side. That is why GM sells the rotor in select-fit thicknesses (17.9675mm, 17.9805mm, 17.9935mm and the 18mm in this listing): the rebuilder measures the pocket and picks the rotor that brings clearance back into spec. Too thin and the pump bleeds volume; too thick and the rotor drags.
Put a pressure gauge on the line tap and compare idle and stall readings to spec before tearing anything down. Low pressure in every range points toward the pump; low pressure in one range points toward a leak in that circuit. Once the pump is out, split the halves and look at the rotor faces, the pocket floor and the slide bore. Then measure pocket depth against the old rotor to pick the select-fit size. If the pocket itself is deeply grooved, a rotor alone will not fix it and a complete 4L60E pump is the better buy. Our 4L60E pump rotor and bushing wear guide walks through the measurements, and the 4L60E common problems guide explains why the pump so often gets damaged by a failure somewhere else.
GM 24219542 is the 18mm select-fit rotor for the 4L60E front pump and also fits the 4L65E pump of the same design. It covers the full 4L60E run in GM trucks, SUVs and cars from 1993-2013. What varies is the size your pocket needs, not the vehicle: 18mm is the thickest of the four select fits, so it suits a pocket that has worn or been resurfaced deeper. Measure before ordering, or send us your year and VIN and the measurement you took and we will help you confirm it. You can browse every pump part we carry on the 4L60E parts page.
If the pump was damaged by a burnt clutch pack, plan on the friction work too; the 4L60E master rebuild kit with clutches and steels covers the seals, gaskets and frictions in one box. Refill with Dexron VI and recheck the level hot.
| OEM Part Number | |
| Rotor Size | |
| Transmission | |
| Material | |
| Vane Rings | |
| Brand | |
| Package Weight |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Measure the depth of the rotor pocket in your pump body and compare it with the old rotor thickness. GM offers 17.9675mm, 17.9805mm, 17.9935mm and 18mm so you can set clearance. 18mm is the thickest and is for a pocket that has worn or been resurfaced deeper.
Yes. The 4L65E uses the same front pump design as the 4L60E, and GM 24219542 is listed for both.
No. Vane rings are not included in this kit. If yours are worn or scored, order a pair separately before you close the pump up.
It can if the rotor is the worn part and the pocket, slide and bushing still measure good. If the pocket floor is grooved or the bushing is worn, replace the complete pump instead.
Dexron VI ATF. Lube the rotor and vanes with it during assembly and prime the pump before the first start so it does not run dry.
