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4L60E Converter Valves:

Operation, Test Procedures and the Effects of Wear


by Bob Warnke, Sonnax
The 4L60E was introduced in 1993. Since then, many changes have taken place, both in
terms of mechanical components, hydraulic components, and electronic components. One of
the most important changes to the 4L60E was the introduction of the PWM converter clutch
system. Let's look at how both the non-PWM and PWM systems work. We'll also take a look
at the newest change in converter clutch apply-the 1997 and later EC3 system.

Valve and Application Identification


1993 and '94 non-PWM (or on/off) valve bodies contain a converter clutch signal valve. You
can identify this transmission by its 12-pin case connector, and it only has a 3-2 control
solenoid on the front of the valve body. The three- spooled, steel, one-piece converter clutch
signal valve installs in front of the EPC force motor.
1995 and later PWM (Pulse Width Modulated) valve bodies contain the regulated apply valve
in the same bore as the early signal valve. The isolator valve and spring work with the
regulated-apply valve. The valve body casting is the same, but a TCC PWM solenoid has
been added, so it now has two solenoids at the front of the valve body. The case connector on
this transmission has 13 pins instead of the 12. The separator plate for the PWM design has
two holes (large enough for a 19/64" drill) above each solenoid. The non-PWM with a single
3-2 control solenoid has only one hole over the solenoid.
TCC PWM refers to the TCC pulse width modulated solenoid, used to control the level of
flow. The TCC PWM solenoid is N.O. (normally open), which means no actuator feed limit
oil goes to the isolator valve when the solenoid is off.
The converter clutch control valve is located in the stator support of both units, and is
controlled by the TCC on/off solenoid. The PWM and non-PWM valves are not
interchangeable; but the non-PWM will interchange with the valve in the earlier 700R4.
Important: Whenever oil passes through an orifice or control valve, that oil usually changes
names. This is true for actuator feed limit, converter clutch signal, torque signal, converter
feed and regulated apply oil. These circuits are affected by the valves we've already
described; use the oil circuits provided to follow along with the explanations.

Do the early non-PWM valve bodies wear out?


When the bore of the converter clutch signal valve wears out, second clutch signal oil leaks to
exhaust (see non-PWM valve design illustration, figure 1). When this leakage occurs, the
TCC solenoid will not receive sufficient converter clutch signal oil. The result is insufficient
pressure for complete stroke of the converter clutch valve in the pump, which prevents the
converter clutch from applying.
The computer may display TCC-enable, but the valve has not actually stroked. The valve
may then stall in its bore and cut off converter flow, which could overheat the converter and
result in superheated fluid venting out the fill tube.

Is wear on the converter clutch signal valve detectable at the bench?


A wet air test (with fluid) will identify leaks at either the second gear/PWM boost oil or the
TCC signal/converter apply lands on the valves. The leak will allow air to exhaust from the
filter side of the valve body If you remove the valve, you'll see the bore is severely worn, and
may have a depression worn into it. If the wear isn't severe, you may only see a polished or
shiny surface.

Can you block the non-PWM converter clutch signal valve?


Blocking the valve toward the end plug won't repair a second gear/servo or TCC signal oil
loss. If you block the valve toward the end plug, the TCC solenoid will receive signal oil in
all gears, so if a solenoid becomes restricted or the converter clutch valve bore wears, the unit
could develop premature lockup. If you block the valve inward, away from the end plug, no
TCC signal oil will reach the TCC solenoid and lockup valve, so the converter clutch won't
apply.
How does the PWM unit's regulated apply valve affect the converter clutch?
When the regulated apply valve is blocked into the maximum flow position, regulated apply
pressure could be equal to line pressure (rather than actuator feed limit pressure), but leaks
from bore wear will reduce the pressure.
The best way to understand this is by examining an oil circuit diagram. Don't use the 1992
printing of the GM Technicians Guide, as these circuits only apply to non-PWM control
circuits. It's easy to identify the correct oil circuits: They have the converter feed going to the
TCC solenoid signal at the pump (figure 2).
There are three critical oil circuits to focus on: line pressure, converter clutch signal taken
from actuator feed limit oil, and the resulting regulated converter apply oil.
Regulated converter apply is the pressure that holds the piston to the converter cover under
engine load. This is the key to understanding why insufficient apply oil pressure will allow
the converter clutch to slip and overheat, similar to common clutch overheating.
This valve is a simple regulator that balances actuator feed limit/converter clutch signal oil
against apply oil. The OEM isolator and regulator valves are the same diameter, so equal oil
pressures are acting on both ends to balance the valves (see figure 1). Line pressure is the
source of pressure for the apply circuit.

Where do the TCC and regulated apply valve bores leak?


The regulated apply valve bore wears out close to the exhaust ports, and reduces boost,
actuator feed limit and apply pressure. This wear may appear as a polished area or deep
grooves. You can check for leaks with the wet air test (figure 1).
The converter clutch valve is another area of valve bore wear on both non-PWM and PWM
units (figure 3). Wear occurs on the spool closest to the TCC solenoid. Wear causes converter
feed oil to cross leak, which allows the converter to overheat. The TCC may apply in second
gear, causing a complaint of no power, or the valve will partially stoke and cut off converter
oil flow. This often results in overheating, which blows fluid out the fill tube.
Figure 4

Bore wear occurs on many electronically-controlled units, particularly at duty-cycled valves.


In the case of poor solenoid control, inspect the actuator feed limit valve bore next to the
exhaust ports (figure 2).

Alternate methods used to modify a worn regulated apply valve bore:


Blocking the valves into a high converter charge position (both valves outward) is a common
modification, but not necessarily a good one. That's because, under some conditions,
converter apply pressure could equal line pressure.
If you modify line pressure by changing the springs and installing a larger boost valve, it will
create high internal converter forces. The 4L60/E units don't have a converter regulator valve
to control maximum charge pressure. Blocking the valves doesn't repair the actuator feed
limit oil or regulated apply loss from a worn valve bore.
Grinding flats on the outer spool of the regulator valve is another common modification that
just isn't a good idea. This procedure attempts to equalize line and apply pressure. The
problem is that this allows regulated apply pressure to approach line pressure. If the bore is
worn badly, line pressure will leak to exhaust. Another problem is that line pressure will
balance with a lower actuator feed limit pressure, causing an uncontrolled regulator valve.
This procedure also doesn't repair actuator feed limit or apply oil leaks at their bores.
Drilling an orifice into the end plug will exhaust critical converter apply oil; also not a good
repair. The orifice in the separator plate will control the amount of flow past the end plug.
But once again, this doesn't repair the loss of actuator feed limit or apply oil at the valve body
bore. The regulator valve will stay in a full flow position, so apply can match line (reduced
by leakage from the drilled end plug).

Other modifications to affect converter function


Grinding a flat on the pressure regulator valve increases charge pressure, based on how much
material you remove. Grinding off the second land completely removes the control, and
regulated converter feed becomes line pressure. In other words, the more you grind off the
valve, the closer charge pressure gets to line pressure.
The pressure regulator in the 4L60E pre-PWM is similar to the 700R4. The second land
controls the converter feed circuit that goes to the converter clutch valve. The PWM model
uses this pressure to feed the converter clutch signal orifice. Grinding a large flat will
increase converter feed when not in lockup, but a higher pressure is forced through the
converter clutch signal orifice. This could overcome the solenoid exhaust capacity, causing
the converter clutch valve to stroke prematurely.
A converter clutch signal orifice with larger diameter, checkball, and plastic seat (introduced
in '97) may be of interest. GM's bulletin (9674L60E-15) says it was implemented to reduce
delayed engagement caused by converter drainback. This design change relates to grinding
this second land on the PR valve.
Enlarging the converter clutch signal orifice in the pump can flood the TCC solenoid with
more oil than it can exhaust. If the TCC solenoid can't exhaust the oil, a partial valve stroke
may restrict flow and overheat the converter.

The original orifice of GM #8631146 or #8680475 has a 0.025" to 0.031" hole. The OEM
solenoid exhaust hole is about 0.068". The 4L60E spring needs 53 PSI and the 700R4
requires 42 PSI (average requirements) to stroke and maintain an applied position.
Removing one of the converter clutch valve return springs can create premature TCC apply,
poor release, or a complaint of no power when the valve strokes too early.

What's different about the '98 ECCC system?

The EC3 (Electronically Controlled Converter Clutch) system (introduced on '96 4T60E
w/3.4 DOHC) has a slightly different converter regulator valve appearance. The second spool
has a groove running all the way around it, to stabilize and reduce side loading (see figure 1).
The electronic controls for this valve differ from previous applications. EC3 controls regulate
slip rate of the converter--they only partially apply the converter clutch intentionally. This
design initiates converter PWM control in second gear, which makes it very active as it
controls slip rate. The slip is higher in second gear, both during apply and coastdown from
third through second gear. In second gear at light throttle and low speeds, the duty cycle
signal fluctuates wildly as it controls the slip speed. As the vehicle reaches highway speeds,
the slip rate drops to zero.
The previous design PWM control would increase the duty cycle until slip dropped, generally
after third gear. Once this design started to apply, duty cycle went to 8090%.
The main concern of this EC3 design is the controlled slip rate that generates converter lining
heat and requires controlled coefficient of friction. If the lining material, fluid, or apply
pressure changes, the ability to control slip speed changes.
Comparing the apply oil pressure on OEM and altered converter regulator valves shows
interesting results. If you raise apply pressure (by blocking the converter regulator valve), the
duty cycle signal gets very active while trying to make the TCC piston slip. Higher apply
pressure can also create a coast down trailer-hitching effect.

How do the converter friction linings differ between non-EC3 and EC3?

The on/off, or non-EC3 converters, use a higher coefficient of friction lining. This lining, a
cellulose-based material, is more aggressive on apply and won't tolerate high slip rates or
heat. An alternative to the cellulose lining was Kevlar , which has a lower coefficient of
friction (creates more slip before a static stop) but withstands high temperature. Both linings
are insulating materials and neither conduct heat easily. This means that heat at the piston
friction surface won't transfer into the cover and won't shunt away from the piston.
EC3 systems use a friction material with a high percentage of carbon. There are two styles of
this carbon-based friction material: One is similar to the cellulose and Kevlar material, but
has a high carbon content. Another, introduced by General Motors in 1998, is a matrix of
woven carbon fiber. This material allows slip with minimal effect to the lining, since the
carbon weave is highly conductive, allowing heat to be displaced into the cover. The carbon
materials have very different friction characteristics. Heat conduction and fluid-flow
characteristics and aren't interchangeable, either within a converter or between transmissions.
A low-conductance material with a different coefficient of friction than the carbon material,
such as cellulose or Kevlar , won't stand up to the controlled slip commanded by EC3.

There are many considerations to make while working on these units. Make sure the parts
you use, and the modifications you make are a benefit to the overall workability of the unit.
Understanding how the various systems work is the first step to meeting this goal.

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