4L60E Pump, remanufactured and ready to install. Fits the 4L60E. Ships fast from the USA.
The 4L60E sits behind more GM rear-drive vehicles than almost any automatic ever built: Silverado and Sierra 1500 pickups, Tahoe, Yukon and Suburban SUVs, S-10 and Sonoma trucks, Blazers, Camaros and Corvettes. When one of them starts taking its time to engage, slips through the gears, or develops a hum that rises with engine speed, the front pump is one of the first assemblies to check. This is a remanufactured GM 4L60E pump, supplied complete and backed by a 1-year warranty. Because GM revised the pump many times between 1993 and 2013, the most important step on this page is matching it to your transmission, covered below.
Every psi the 4L60E uses comes from this assembly. GM's service information describes a 13-vane, variable-displacement pump: the converter hub spins a rotor inside a slide, and the slide pivots to change how much oil each revolution moves. The pressure regulator valve and boost valve in the pump cover position that slide to hold the line pressure the PCM commands through the pressure control solenoid. The cover also contains the converter clutch valving and the stator shaft, so the pump decides how well the converter charges and locks as well as how firmly the clutches apply.
Before buying any hard part, measure line pressure with a gauge in drive and reverse at idle and under load. Low pressure in every range points to internal leakage in the rotor, vanes or slide; Sonnax notes that a worn slide pivot pin can push pressure either too low or too high. Pressure that drops only in reverse or at heavy throttle points to the regulator and boost valve. If pressure is normal, the problem is elsewhere, and our 4L60E common problems guide is the next stop. For a closer look at the four wear points inside the pump, read 4L60E pump rotor and bushing wear.
This listing is not tied to a specific year, so treat your old pump as the template. Wayne Colonna's 4L60-E history in PTEN lays out the main dividing lines: a PWM converter clutch solenoid joined the system in 1995, the slip-controlled EC3 converter strategy spread to all models in 1998, and an input speed sensor was phased into the pump during 2005 and fully implemented for model year 2006, with matching changes to the stator shaft and input shaft. In 2009 the 3-2 downshift solenoid was eliminated. Pumps from different sides of these changes can look alike but are not interchangeable. Compare the cover casting, stator shaft, converter hub bore and any sensor boss or plug, and send us your year and VIN if there is any doubt. If you already know your year, the dated options such as the 1996-2002 4L60E pump and the 2007 4L60E pump remove the guesswork. Everything else for this unit is in the 4L60E parts collection.
| Fits | 4L60E |
| 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.
This listing is not year-specific. The 4L60E pump changed several times, most notably with the input speed sensor phase-in during 2005-2006, so match your old pump or send us your year and VIN before ordering.
Not safely without matching the input shaft. The sensor-era pump came with stator shaft and input shaft changes, and mismatched pump covers and input shafts can quickly damage clutches and the geartrain.
Check line pressure with a mechanical gauge. Low pressure in every range points to the pump. Normal pressure with shift problems points toward solenoids or the valve body.
Dexron VI. Pre-fill the converter and fill the case before the first start so the pump primes.
Inspect it first. Replace or service it if the hub is grooved, the converter clutch has been slipping, or the old pump left debris in the fluid.
