4T60E Clutch Module 1997, new and ready to install. Fits the 4T60E. Ships fast from the USA.
A 1997 GM front-drive car with the 3.1 or 3800 V6 that now slips once it is warm, flares on the 1-2 or 2-3 upshift, or leaves a dark, burnt smell on the dipstick is usually telling you the clutch frictions are finished. This is a new friction clutch module for the 1997 4T60E, the set of lined plates a rebuilder installs during a teardown so every clutch pack goes back together with fresh material instead of one new pack sitting next to three tired ones.
The 4T60E is a chain-drive, four-speed transaxle. Engine torque comes through the converter and drive chain into the input clutch, and from there the 2nd, 3rd and 4th clutches plus two bands decide which planetary member is driven or held. Each clutch is a stack of friction plates interleaved with steels, squeezed together by a hydraulic piston when the PCM's shift solenoids route oil to it. The 2nd clutch is the hardest-working pack in the box: it applies on the 1-2 shift and stays on through the upper gears, so it sees heat on every drive. The Raybestos catalog lays out a 1995-and-later 4T60E friction module as six 2nd clutch plates, two graphitic 4th clutch plates, four input plates and ten high-energy 3rd clutch plates.
Check the fluid level hot first, because a low level causes the same slip and costs nothing to fix. Then pull the pan: a layer of fine, dark friction dust and a filter packed with debris means clutches are coming apart, while metal flakes point to hard-part damage that a friction kit alone will not cure. Worn valve body bores and a weak pump can also starve a clutch of apply pressure, so rule those out too; our common problems and diagnosis guide walks through pressure checks that apply to the 4T60E as well, since the two units share a basic layout. If the car only misbehaves on the 3-4 shift, read the 3-4 clutch failure guide before you commit to a full teardown.
This module is listed for 1997 production. That year matters because GM was replacing the 4T60E with the stronger 4T65E, and the two units were built side by side in 1997. Cars such as the LeSabre, Century, Olds 88, Cutlass Supreme and Bonneville stayed with the 4T60E that year, while the Park Avenue and the supercharged Grand Prix GT moved to the 4T65E, and some nameplates appeared with either unit depending on engine and build date. The 4T65E uses a different, heavier-duty friction set, so do not order by vehicle model alone. Read the transmission ID tag on the case, match the clutch plate counts and tooth profile you remove, or send us your year and VIN and we will confirm before it ships. If your tag says 4T65E, the 4T65E clutch module for 1997-2002 is the right part. You can see everything we carry for this family on the 4T60E and 4T65E parts page.
After the rebuild, drive the car through every gear at light and moderate throttle so the PCM can settle its shift timing, and recheck the fluid level hot.
| Fits | 4T60E 1997 |
| Part type | Clutch Module |
| Condition | New |
| 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 the 1997 4T60E. Because GM built both the 4T60E and the new 4T65E in 1997, check the ID tag on the transmission case or send us your year and VIN so we can confirm before shipping.
Piston seals, sealing rings and gaskets from an overhaul kit, a new filter, and any steel plates that are blued or warped. Inspect the sprag, bushings and the forward band while the unit is apart.
Use Dexron VI. It replaces the original Dexron III specification and is backward compatible with older GM automatics.
Only if the cause is low fluid, a pressure problem or a solenoid fault. Once the clutches have burned, the plates have to be replaced, and that requires removing and disassembling the transaxle.
Yes. Soak each friction plate in clean ATF for at least 30 minutes so the lining is saturated before it sees load.
