Master overhaul kit for late 4L60E, 4L65E and 4L70E units built 2004-2014 with the wedge-type case-to-pump seal, frictions and steels included.
A late-model GM truck or van with a 4L60E, 4L65E or 4L70E that slips into third, takes a long time to engage reverse, or is weeping fluid at the bellhousing is a candidate for this kit. It is the WIT W74006EC master overhaul kit for 2004-2014 units that use the wedge-type case-to-pump seal, and it includes the friction module and steel plate module along with the gaskets and seals, so one box covers the whole bench job.
Every forward and reverse range in the 4L60E family comes from hydraulic pressure clamping a clutch pack or the 2-4 band. That pressure is only as good as the seals between the pump, the drums and the case. On the late units the pump seals to the case with a wedge seal, a bonded rubber section on a steel ring, instead of the plain round O-ring the early units used. This kit is built around that late sealing design, then adds the lip seals, metal-clad seals, O-rings and sealing rings for the pump, forward and direct drums, 3-4 pack, low/reverse, servo and accumulators, plus new frictions and steels for the packs.
Rule out the electrical and valve body causes first. A P0748 points to the EPC solenoid circuit, and torque converter slip codes such as P0741 are often worn valve body bores rather than clutches. If the pan shows heavy friction material and the slip follows load, the unit needs to come out. Our 4L60E 1-2 accumulator guide helps separate a seal problem in the accumulator from a worn clutch, and the 4L60E common problems guide covers the 3-4 pack and sun shell failures.
The listing covers GM 4L60E, 4L65E and 4L70E units built 2004-2014 with the late wedge-seal case. Typical applications include Silverado and Sierra 1500, Tahoe, Suburban, Yukon, Escalade, Trailblazer, Envoy, Express and Savana vans, Colorado and Canyon. The case should have a removable bellhousing and bolt-on tail housing. The surest check is the seal itself: pull the pump and look at what comes out. A flat steel-backed ring means this kit fits. A round rubber O-ring in a plain bore means you need an early-style kit, because the two pump and case designs do not interchange and the wrong seal will leak or crack the case bore. If you are unsure, send us your year and VIN. You can compare other versions in the 4L60E collection.
Replace any drum, bushing or sun shell that is scored or worn, and have the converter serviced so old debris does not wash into the new clutches. If the 3-4 pack is what burned, an upgraded pack such as the 3-4 PowerPack rebuild kit is worth comparing. Ships from the USA.
| Fits | |
| Does Not Fit | |
| Manufacturer Part Number | |
| Brand | |
| Includes | |
| Case Requirement | |
| Item Weight | |
| Package Dimensions |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Remove the pump and look at the case-to-pump seal. A flat steel-backed ring with bonded rubber is the wedge seal and this kit fits. A round rubber O-ring means you need the early-style kit.
Yes, the listing covers late 4L60E, 4L65E and 4L70E units built 2004-2014 with the wedge-seal case. Confirm the seal style before ordering.
The listed contents are the friction module, steel module, gaskets, O-rings, lip seals, metal-clad seals and sealing rings. No filter is listed, so buy one for your pan depth.
Dexron VI ATF. Soak the frictions in it before assembly and check level hot after the first drive.
On late units it is often the pump-to-case wedge seal. Inspect it once the pump is out; the front bushing and converter seal should be checked at the same time.
