700R4 Level 3

Horse Power: 600
(Up to 650 ft-lbs Torque) 
Converter: 10” Custom Built Lock-Up with Billet Cover
Stall: 2800-4000

Heavy Duty Reinforced Transmission Case

Master Overhaul Kit with Raybestos Generation II Racing Frictions and Hardened Kolene Steels

Wide Carbon Fiber 2-4 Band

Heavy Duty Band Anchor

2 Transgo Recalibration Shift Kit with Shift Command

New Valve Body Separator Plate

Original Equipment Style Filter

4th Gear Super Hold Servo

New Torrington Bearings

Bushing Kit

Thrust Washer Kit

New 28-Element Input Sprag

New Low-Reverse Spring & Roller

High Capacity 10-Vane Pump Assembly with New Rotor and Slide

Hardened Stator Shaft

New Vanes and Hardened Rings

0.500 Boost Valve

Updated Pressure Regulator Valve

Reinforced Input Drum

Extra Capacity 3-4 Clutch Drum Assembly with High-Rev Spring Kit

Heavy Duty Hardened Rollerized Sun Shell

Five-Pinion Heavy Duty Steel Planetary Gear Sets

Fully Rollerized Planetary Gear Set

New Polished Aluminum Transmission Pan

New Speedometer Drive Gear

New Speedometer Driven Gear

30,000 GVW Hayden Transmission Cooler

Vacuum Lock-Up System

*All transmissions include Installation Kit: Universal Fill Tube and Stick, Universal Transmission Mount, Universal Converter Cover, & ATF

The 700R4 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts: three bolts front and rear; five bolts left and right sides.

The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 in (51 cm) overall. From the engine/trans mating surface to the crossmember mount bolt is 22.5 in (57 cm), and engine/trans surface to output shaft housing mating surface is 23.375 in (59.37 cm) overall, with the tailshaft housing typically measuring 7.625 in (193.7 mm).

Transmission fluid cooler lines on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are .25 in (6.4 mm) pipe thread, and CAN include an adapter from the factory for threaded steel lines in a SAE size. 4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.

The original version of the transmission had a 27-spline input shaft which was a common failure point. In 1984, 700R4's designed for use behind Chevrolet small block V8's received a 30-spline input shaft similar to those found on classic TH400 transmissions and which also used a different torque converter than its 2.8 V6 and 2.2 L4 powerplants. Between 1984-1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body (for 700s manufactured after October 1986).

In 1995, the 4L60E received a PWM-controlled lockup converter. 1994 fullsize chevy trucks have been seen with PWM; Late year 1994s are equipped with PWM (referred to as model year 1995). Only for sure way to know is pull the transmission out and PWM will be stamped into the front of the transmission below the input shaft.

In 1999, GM introduced a redsigned 4l60E tranmission case that incorporated a bolt-on bellhousing and an 6 bolt tailhousing. The 1999 and up model 4l60Es are referred to Late-model 4L60Es, and the 1993-1998 are referred to as the Early-model 4L60E. Both transmissions are essentially the same internally with only minor modifications. The Early-model and Late-model 4L60Es are not interchangeable.