Rebuilds all five 4L30E clutch packs with 20 friction plates, plus the rigid low band, pump bushing, filter and full overhaul gasket set.
A 4L30E that slips in one gear, flares between shifts or comes out of the pan with burnt fluid and lining material needs new frictions, and this Remco RK4L30 kit puts every friction pack, the band, the pump bushing, the filter and the overhaul gasket set in one box. The 4L30E sits behind BMW 3 and 5 Series cars, the Cadillac Catera, the Isuzu Rodeo, Trooper, Amigo and VehiCROSS, and the Honda Passport and Acura SLX, so this is the kit owners of all of those end up shopping for once the unit is on the bench.
The 4L30E is a compact rear-drive four-speed with five clutch packs and a band. Each gear comes from clamping a combination of those packs, so when one pack loses its lining, the gear it holds slips while the others still work. That is why a 4L30E often slips only into 3rd, or only in Reverse. The kit's plate counts and thicknesses follow the factory stack: six 2nd clutch frictions at .097 in, six 3rd clutch frictions at .063 in, four reverse frictions at .095 in, two 4th clutch frictions at .086 in and two overrun frictions at .086 in. Building with the correct thickness is what brings the clutch clearances back to where the book wants them.
Not every 4L30E shift complaint is worn frictions. Transmission Digest notes that a leaking TCC solenoid can feed the reverse lockout valve and cause a weak or missing Reverse when cold, so scan for codes and check the solenoids first. Pull the pan and look at the fluid and the debris; our slipping diagnosis guide walks through reading what you find, and our flare versus slip article helps you tell a pressure problem from a burned pack. A line pressure test that comes back normal with a unit that still slips in one gear points straight at that gear's clutch.
The kit covers the GM 4L30E in BMW, Cadillac Catera, Isuzu, Honda Passport and Acura SLX applications. One detail matters on this unit: Transmission Digest reports that GM changed the 3rd (direct) clutch in 1998 to more frictions that are 0.063 in thick, more than 0.025 in thinner than the originals, along with a dished drum and piston. The .063 in 3rd clutch plates in this kit match that later design. If your transmission is an earlier unit with the original drum, compare your old 3rd clutch plates with the kit before you start, or send us your year and VIN and we will confirm. The core of the transmission is shared across makes, but adapter cases and spacer plates differ, so check the gaskets against yours. More 4L30E parts are in our rebuild kits collection.
| Transmission | |
| Kit contents | |
| 2nd clutch frictions | |
| 3rd clutch frictions | |
| Reverse frictions | |
| 4th clutch frictions | |
| Overrun frictions | |
| Also included | |
| Steel plates | |
| Manufacturer part number | |
| Package weight | |
| Brand |
No. It has 20 frictions, the band, the pump bushing, the filter and the overhaul gasket set. Steels have to be bought separately if yours are damaged.
The kit is listed for the 4L30E across BMW, Cadillac, Isuzu and Honda applications. GM changed the 3rd clutch in 1998 to thinner .063 in plates, and this kit carries the thinner plates, so compare your old 3rd clutch frictions before assembly or send us your year and VIN.
Only if the reverse pack is burned. A leaking TCC solenoid or a worn reverse piston seal can also cause it, so check those before you rebuild.
The factory spec is Dexron III type ATF. Refill to the correct level with the engine running and the fluid at operating temperature.
A worn pump bushing lets the converter hub move, which wears out the front seal and causes the front leak that sends many of these units in for repair. Replacing it during the rebuild prevents a repeat leak.
