Complete 4T65E master kit for 2004-2010 GM front-drive cars: overhaul seals, pistons, 22 frictions, 11 steels, filter and all three bands.
If your 2004-2010 Impala, Monte Carlo, Grand Prix, LaCrosse, Lucerne or G6 slips on the 2-3 shift, flares into fourth, slams into Drive after a pause, or has lost reverse, the 4T65E behind the engine is usually past the point where a fluid change or a solenoid will help. This is the most complete master kit we carry for the later 4T65E: referenced to GM 24206433, it puts the overhaul gasket and seal set, a piston kit, a filter, 22 friction plates, 11 steel plates and all three bands in one box, so you are not ordering bands and pistons separately once the case is apart.
The 4T65E is a chain-drive, four-speed transaxle. Its clutch packs and bands are applied by line pressure that the PCM regulates through the pressure control (EPC) solenoid, and because the computer reads turbine speed it watches every shift time. When frictions thin out and piston seals harden, the computer raises pressure to compensate until it runs out of room. This kit renews the whole wear package: every friction and steel, every lip seal and gasket, the molded apply pistons, and the bands. Two of the three bands are double-wrap designs, which suits the heavier V6 cars and the 5.3L Impala SS and Grand Prix GXP that are hard on bands.
Scan for codes and look at the shift-time and adaptive pressure (TAP) data. Transmission Digest explains that the PCM counts any shift longer than 0.65 second it cannot correct with more pressure, and sets P1811 when that happens twice in one drive cycle. A sticking EPC solenoid can cause the same complaints and is a much cheaper fix, so read our 4T65E pressure control solenoid guide first, then work through the 4T65E common problems and diagnosis guide. Debris in the pan is the deciding sign that the unit needs to come out.
The listed fitment covers 2004-2010 4T65E cars: Impala 3.5L and Impala SS 5.3L, 2004-2007 Monte Carlo, 2006-2007 Malibu 3.5L, 2005-2010 LaCrosse and 2006-2010 Lucerne 3.8L, 2004-2005 LeSabre, 2005-2006 Rendezvous, 2005-2007 Terraza, 2004-2008 Grand Prix including the GXP, 2006-2010 G6 3.9L, 2004-2005 Aztek and 2004-2006 Montana. GM made running changes in this transaxle; Transmission Digest notes that some 2003 units moved from the input and third sprag clutch to a pawl-clutch assembly, and heavy-duty versions differ inside. Match the ID tag on the case to your old parts, or send us your year and VIN before ordering. More parts for this unit are on our 4T65E parts page.
Soak the frictions and bands in fluid before assembly. GM does not publish clutch clearances, but Transmission Digest gives a working rule of 0.008-0.012 inch per friction, which puts the six-friction second clutch at 0.048-0.072 inch; some packs measure past 0.130 inch with good-looking plates, and that excess clearance is what brings P1811 back months later. Sonnax also points to forward band clearance and recommends a longer forward servo pin to take up the gap a new band leaves. Replace the EPC solenoid during the overhaul with a 4T65E pressure control solenoid, inspect the input shaft ring grooves, drive chain and sprockets, and check the drums; a worn 2003-up input drum will cut new seals. Flush the cooler, fill with Dexron VI, and run a shift adapt relearn with a scan tool.
| Fits | |
| OE reference | |
| Friction plates | |
| Steel plates | |
| Bands | |
| Also includes | |
| Shipping weight |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is listed for 2004-2010 applications. GM changed internal parts around 2003, so for earlier cars choose one of our 1997-2003 kits or send us your year and VIN to confirm.
Yes. The listing includes the overhaul gasket and seal set, a piston kit, a filter, 22 frictions, 11 steels and three bands: large and medium double-wrap bands and a single-wrap small band.
Only if the cause is internal wear. A sticking pressure control solenoid or a worn valve bore can set P1811 too, so replace the solenoid and check the valve body during the rebuild, and set clutch clearances carefully.
Dexron VI. Flush or replace the cooler and lines first so old clutch debris does not return to the new unit.
Yes. Clear the old adapts and run a shift adapt relearn with a scan tool so the PCM builds new values for the fresh clutches.
