4L60E Pump 1998-2003, remanufactured and ready to install. Fits the 4L60E. Ships fast from the USA.
If your 1999-2003 Silverado or Sierra 1500, a 2000-2003 Tahoe, Yukon or Suburban, or a late-90s LS-powered Camaro, Firebird or Corvette is slow to engage, slips across every gear, or has a whine that climbs with the tach, the front pump is a prime suspect. This is a remanufactured GM 4L60E pump assembly for the 1998-2003 era, sold as a complete unit with a 1-year warranty, so you are not reaming bores and sourcing a slide and vanes for a worn pump body yourself.
Every 4L60E runs on a variable-displacement vane pump that GM describes as a 13-vane design. The converter hub turns the rotor, and the rotor sits inside a slide that swings on a pivot pin. The pressure regulator valve, housed in the pump cover, moves that slide so the pump makes only the volume needed to hold line pressure. The same casting carries the stator shaft and the oil passages that charge the converter and apply its clutch.
That second job matters more on these years. By 1998 GM was running its EC3 strategy on every 4L60E model, which slips the converter clutch under control from second gear up instead of simply locking and unlocking it. A controlled-slip clutch needs steady, clean apply pressure, so a pump with a worn regulator bore or stator bushing tends to show up first as converter shudder or slip codes on these trucks.
Tee a mechanical gauge into the line pressure port and compare idle and loaded readings in drive and reverse. Pressure that is low everywhere points at the pump elements; pressure that only falls off in reverse or at wide throttle points at the regulator and boost valve. Do not rely on the commanded pressure value on a scan tool, because it can read normal while actual pressure is down. Our 4L60E pump rotor and bushing wear guide walks through the four wear points, and if the codes lean toward solenoids rather than pressure, read 4L60E shift solenoid symptoms and testing first.
This pump is listed for 1998-2003 4L60E transmissions. That window spans the last GMT400 pickups, the 1999-up GMT800 trucks and SUVs, the S-10 and Blazer, and the LS1 F-body and C5 Corvette. Transmission builders generally note that the larger 300 mm converter and matching stator and input shaft arrived first on the LS-engine cars in 1998 and spread to the trucks around the 2000-2001 changeover, so not every pump in this range is the same. Put your old pump next to this one and match the stator shaft, converter hub bore and cover casting, and confirm your input shaft matches before closing the case. Send us your year and VIN if you want it checked. For a 1996-1997 unit, see the 1996-2002 4L60E pump; for everything else, browse the 4L60E parts collection.
| Fits | 4L60E 1998-2003 |
| Part type | Pump |
| Condition | Remanufactured |
| 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.
It is listed for 1998-2003 4L60E applications, which includes the 2002 Silverado 1500 with the 4L60E. Because converter and stator sizing changed during this period, compare the stator shaft and hub bore with your old pump or send us the VIN.
No input speed sensor was used on 1998-2003 4L60E units. That provision came with the 2005-2006 pump revision, so if your transmission has a speed sensor in the pump, you need a later pump.
Yes. On these years the converter clutch runs a controlled slip, and its apply oil passes through the pump and stator support. A worn regulator bore or stator bushing can cause shudder and slip codes like P0741 or P1870.
Dexron VI ATF. Pre-fill the converter and fill the case before starting so the pump does not run dry.
Only if the hub is grooved, the converter is contaminated, or it was slipping. A damaged hub will ruin the new pump bushing and seal, so inspect it carefully.
