Trans

[speed deamond]

What type of trans does an 03 have? I have never eaven looked at the trans.

[vtodd82]

all the silverado ss's have the 65

[stexx]

[trickmob]

Some come with the 4l60e but the 2003 ss comes with the 4l60e HD.

[BenKey]

Some come with the 4l60e but the 2003 ss comes with the 4l60e HD.

<{POST_SNAPBACK}>

You're wrong. All SS's, all years, come with a 4L65E. Although, I will use your description of it - a HD 4L60E.

[TimC3]

Just for curiosity sake, is this the same for the C3?

[ChargedSS]

Some come with the 4l60e but the 2003 ss comes with the 4l60e HD.

<{POST_SNAPBACK}>

You're wrong. All SS's, all years, come with a 4L65E. Although, I will use your description of it - a HD 4L60E.

<{POST_SNAPBACK}>

24221888 - 4L65-E Four speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with a torque converter clutch.

GM Hydramatic has baked even more technology enhancements into the automatic transmission line up with the new 4L65E. This transmission, the latest creation from GM Hydramatic Motorsports, is a four speed, offering all the latest heavy duty components to stand up to the power of the LS6-405 HP Corvette engines. Upgrades like induction hardened turbine input shafts, larger intermediate servo, an additional three-four clutch plate. All go toward accommodating higher engine power output. The 4L65E offers optimized performance, fuel economy and increase durability. This sate-of-the-art transmission features the latest heavy duty components and high tech-electronic controls. The advanced electronics controlling the LS6 engine also manages the 4L65E shift points, providing unparalleled performance and durability, P/N 24221888 also includes the torque converter. (No core charge required on this transmission)

4L65E gear ratios: 1st 3.059, 2nd 1.625, 3rd 1.000, 4th .0696, Reverse 2.294.

Engine Range: 6.0L (M32)

Maximum Shift Speeds: 1-2 5600 rpm (M32), 2-3 5600 rpm (M32), 3-4 5600 rpm (M32)

Maximum Engine Torque: 380 lb-ft (M32)

Maximum Gearbox Torque: 670 lb-ft (M32)

Converter Size: 300mm (M32) (reference), Diameter of torque converter turbine.

Fluid Capacity (Approximate): 10.8L (11.4 qt) (with 300 mm converter)

Case Material: Die Cast Aluminum

Assembly Sites: Toledo, OH; Romulus, MI; Ramos, Mexico

 

Just food for thought... I always joked about us driving Vettes w/truck beds...LOL

 

 

[03TNSSS]

You're wrong. All SS's, all years, come with a 4L65E. Although, I will use your description of it - a HD 4L60E.

<{POST_SNAPBACK}>

 

24221888 - 4L65-E Four speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with a torque converter clutch.

GM Hydramatic has baked even more technology enhancements into the automatic transmission line up with the new 4L65E. This transmission, the latest creation from GM Hydramatic Motorsports, is a four speed, offering all the latest heavy duty components to stand up to the power of the LS6-405 HP Corvette engines. Upgrades like induction hardened turbine input shafts, larger intermediate servo, an additional three-four clutch plate. All go toward accommodating higher engine power output. The 4L65E offers optimized performance, fuel economy and increase durability. This sate-of-the-art transmission features the latest heavy duty components and high tech-electronic controls. The advanced electronics controlling the LS6 engine also manages the 4L65E shift points, providing unparalleled performance and durability, P/N 24221888 also includes the torque converter. (No core charge required on this transmission)

4L65E gear ratios: 1st 3.059, 2nd 1.625, 3rd 1.000, 4th .0696, Reverse 2.294.

Engine Range: 6.0L (M32)

Maximum Shift Speeds: 1-2 5600 rpm (M32), 2-3 5600 rpm (M32), 3-4 5600 rpm (M32)

Maximum Engine Torque: 380 lb-ft (M32)

Maximum Gearbox Torque: 670 lb-ft (M32)

Converter Size: 300mm (M32) (reference), Diameter of torque converter turbine.

Fluid Capacity (Approximate): 10.8L (11.4 qt) (with 300 mm converter)

Case Material: Die Cast Aluminum

Assembly Sites: Toledo, OH; Romulus, MI; Ramos, Mexico

 

Just food for thought... I always joked about us driving Vettes w/truck beds...LOL

 

 

 

 

I might not be right but the LS6 only came in the C5 ZO6 and the Cadillac CTS-V. Both as far as I know only were offered with a 6-speed manual. Correct?

[8 UR HMI]

no none of that is 100% true. steve (mr. p) has an 03 his tranny was a 60e. jerry (dannys dad) said my truck had the FIRST 65e he had seen in an 03 and he builds trannys for a living. so there ya go.

[Blue2003SS]

no none of that is 100% true. steve (mr. p) has an 03 his tranny was a 60e. jerry (dannys dad) said my truck had the FIRST 65e he had seen in an 03 and he builds trannys for a living. so there ya go.

 

So how can we tell what trans sites in our sss? Does anyone know what we should look for and what is the difference between the 60e and 65e?

[03TNSSS]

So how can we tell what trans sites in our sss? Does anyone know what we should look for and what is the difference between the 60e and 65e?

 

 

look above at chargedss's post. idk how to tell the difference just by looking at the case though.

[Fireman31]

Look for the RPO code "M32" in your glove box, it signifies a 4L65E.......if there is an "M30", it is a 4L60E.

[Bear]

As has already been stated, look in your glove box for M32; which designates the 4L60E-HD/4L65E. They are one and the same, no difference. The 4L60E-HD came in the ’01 & ’02 models equipped with the 6.0L and AWD (I.E. the C3, Denali’s & Escalades), then starting in ’03 the transmission was renamed the 4L65E and came in the Denali’s, Escalade’s & the SS Silverado’s.

 

 

Most people know some of the differences between the 4L60E & the 4L65E, but not all of them. I’ve also talked to some supposedly knowledgeable transmission people and they didn’t think there are actually many differences between them, little do they know I guess. Here is a list of the upgrades from the regular 4L60E:

 

 

· NEW OR CHANGED FOR 2001 MODEL YEAR 4L60-E HD

 

· Strengthened Input and Reaction Gearsets with 5-Pinion, Powder Metal Carriers

 

· Heat-Treated Stator Shaft Splines

 

· Aluminum Stator Shaft Bushing

 

· Induction-Hardened Turbine Shaft

 

· Heavy-Duty Low/Reverse Roller Clutch

 

· Additional Friction Plate in the 3-4 Clutch

 

· Improved Input Carrier and Reaction Shell Thrust Bearings

 

· Shot-Peened Output Shaft

 

· Revised Valve Body Calibration

 

 

CUSTOMER BENEFITS

 

4L60-E HD STRENGTHENED INPUT AND REACTION GEARSETS WITH 5-PINION, POWDER METAL CARRIERS (4L60-E HD)

The input and reaction gearsets are each composed of a sun gear, pinion (or "planetary") gears and a ring gear. Both gearsets now use five pinion gears instead of four. The additional pinion gear spreads torque loads around to reduce the load supported by any one gear, in both compression and bending. Together with this change is a switch to higher-quality bronze batwing washers, which ride under each pinion gear and serve as a bearing surface.

 

Additionally, the pinion gear carrier in each gearset is now made with powder metal. Powder metal parts are formed by pouring a fine metal powder into a die, which is then subjected to extreme heat and pressure to cause the powder to flow and fuse into a solid material. This process allows for more precise detail on each part, and for more consistent parts and higher strength.

 

HEAT-TREATED STATOR SHAFT SPLINES (4L60-E HD)

The stator shaft is a fixed, hollow shaft splined to the torque converter stator roller clutch on one end and attached to the pump assembly, which is fixed to the transmission case, on the other end. The splines that mesh with the hub of the stator roller clutch are now heat-treated for added strength. Heat treating involves subjecting a part to a sequence of heating and cooling cycles to relieve internal stresses in the metal in order to attain a desired hardness and strength.

 

ALUMINUM STATOR SHAFT BUSHINGS (4L60-E HD)

The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. The shaft rides inside the fixed, hollow stator shaft and is supported by two bushings. These bushings are now made out of aluminum instead of a steel-backed bronze. The aluminum is a superior material that can handle higher loads.

 

INDUCTION-HARDENED TURBINE SHAFT (4L60-E HD)

The turbine shaft is the main shaft transferring torque from the torque converter into the transmission. It connects to the torque converter turbine assembly on one end and the overdrive carrier assembly on the other. This shaft is now induction hardened for greater strength. Induction hardening is a type of heat treating in which a part is subjected to a sequence of heating and cooling cycles through the application of strong electric current. These heating and cooling cycles relieve internal stresses in the metal in order to attain a desired hardness and strength.

 

HEAVY-DUTY LOW/REVERSE ROLLER CLUTCH (4L60-E HD)

A roller clutch is a type of one-way clutch with a series of rollers riding in ramps in an outer race. The ramps are shaped such that the rollers can run free in one direction, but are wedged against the outer race if the clutch is rotated in the opposite direction, thereby locking the clutch. The low/reverse roller clutch is activated in the first-gear position and thus sees the highest torque loads. This clutch now has larger diameter rollers to withstand the increased loads.

 

ADDITIONAL FRICTION PLATE IN THE 3-4 CLUTCH (4L60-E HD)

This clutch now has seven friction plates instead of six, as well as harder core steel in those friction plates. The changes results in higher shift energy capacity.

 

IMPROVED INPUT CARRIER AND REACTION SHELL THRUST BEARINGS (4L60-E HD)

The input and reaction gearsets have various components, such as sun gears and pinion gear carriers, rotating at different speeds in close proximity to one another. At these interfaces, thrust washers or bearings are used to reduce friction and support any load that may occur between the parts. In the case of the interface between the reaction shaft and the reaction sun gear and shell, a heavy-duty, needle-type thrust bearing is now used in place of a thrust washer in order to withstand increased loads. On the opposite side of the reaction shell, where it rides against the input pinion carrier, the thrust bearing has been upgraded to withstand higher loads.

 

SHOT-PEENED OUTPUT SHAFT (4L60-E HD)

The output shaft is the final shaft in the flow of power through the transmission. It transfers torque from the output planetary gearset to the drive shaft and on to the rear axle. This shaft is now shot-peened in high-stress areas to increase strength. Shot-peening involves blasting a part with beads of a harder material in order to relieve surface stresses to produce a higher fatigue life.

 

REVISED VALVE BODY CALIBRATION (4L60-E HD)

As with any new engine application, the calibration of the hydraulic system, such as line pressure and shift timing, has been adjusted to optimize shift feel given the revised engine torque curve. Additionally, the springs in the accumulator valve (a spring-loaded device that absorbs a certain amount of fluid pressure in a circuit to cushion clutch engagement according to engine torque) have been replaced with stronger ones to withstand higher fluid pressure.