Compresses clutch drum and low/reverse return springs and installs turbine and stator shaft Teflon seals on GM 700R4 and 4L60E units.
If you have a 700-R4, 4L60E, 4L65E or 4L70E torn down on the bench, from a Silverado, Tahoe, Camaro, S10 or Corvette, there are four points in the job where improvising goes wrong: the clutch drum return springs, the low/reverse piston spring buried in the case, and the solid Teflon sealing rings on the turbine shaft and stator shaft. This set covers all four. It includes the T-0158 universal drum spring compressor, the T-0151 rear low/reverse compressor, the J-36418-C turbine shaft seal installer and resizer, and the ST-1503 stator shaft seal installer and resizer. It also replaces several individual Atec Trans-Tool numbers, so a shop can retire a drawer of separate pieces.
A 4L60E stacks its clutches inside drums. Each piston sits under a pack of coil return springs held by a retainer and snap ring. You have to push that spring load down before the ring will come out, then hold it down again on reassembly. The T-0158 takes drums up to 6 inches across, so it handles the input, reverse input and forward/overrun assemblies. Because it is not tied to one case, it also works on most Ford and Chrysler drums. The T-0151 is the one you cannot substitute. It locks into the case lugs and pushes the low/reverse return spring far enough to clear its snap ring without levering against the case. It also fits the older TH250, 250C, 350 and 350C.
The seal tools handle the step most people skip. Solid Teflon rings stretch as they go over the shaft, and they have to be shrunk back down before the next part slides over them. The GM overhaul procedure has the turbine shaft sizer stay on until the reverse input clutch goes in. These rings hold apply oil for the clutches in the input housing, including the 3-4 pack, so a ring that gets nicked or rolled leaks that oil from the day you put it back together.
You need these if the case is already coming apart. Before you commit to a rebuild, sort out whether the problem is internal or a solenoid or valve body fault. Our 4L60E common problems guide walks through that diagnosis. The bench tools guide explains where each special tool comes in during the teardown and what the GM J-numbers mean.
The set is listed for the GM 700-R4, 4L60, 4L60E, 4L65E, 4L70E and 4T80-E. The T-0151 also covers the TH250, 250C, 350 and 350C. That spans the 1982-up rear-drive four-speed family, not a single model year. The drum compressor is universal up to 6 inches. Turbine shaft length varies between applications, so compare the seal installer against your shaft before you start. If you are not sure which unit you have, send us the year and VIN and we will confirm. Parts for the rest of the job are on our 4L60E collection page.
| Set contents | |
| Fits | |
| T-0158 drum capacity | |
| Replaces | |
| Material |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. The listed fitment is the 700-R4, 4L60, 4L60E, 4L65E, 4L70E and 4T80-E. The T-0151 low/reverse compressor also fits the TH250, 250C, 350 and 350C.
It is a universal drum compressor rated for drums up to 6 inches in diameter. It works on most Ford and Chrysler clutch drums as well as GM.
Solid Teflon rings stretch when you install them. The resizer shrinks them back to bore size so the drum or pump slides over without cutting a ring. A damaged ring leaks clutch apply oil and lowers pressure to that circuit.
It replaces the Atec Trans-Tool T-0158-HD, T-0151, T-1574, T-1574-Long, T-1574-M, T-1503 and #39SS.
No. It covers spring compression and Teflon seal installation. You still need a pump alignment band, bushing drivers, a dial indicator for end play and an inch-pound torque wrench for the valve body bolts.
