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Transmissions for sale: Chevy 4L60-E..

The 4L60-E is one of the most popular transmissions in use today. By the time the 4L60-E was introduced, the market was ready for an electronic version of the 700R4. We will call this unit a 4L60-E in this article. As you can imagine there are lots of this type of transmission for sale.

By the time Chevy eliminated it’s predecessor, the 700R4 from it’s line up for the more efficiently working 4L60-E transmission, the bugs had long been worked out. The significance of this is that internally, both units share many components. The transformation was easy to execute and was a natural transition to take place since computerization and TCUs were becoming the norm as far as car transmissions were concerned.

In terms of changes made, the case and valve body were the main differences. Making the use of 700R4 internal parts makes this one of the most logical ways to achieve computerized, overdrive transmission. In essence, by using a solid reliable transmission as a base and adding the electrical components that make use of computer components turned into one of the most successful transmissions made.

For obvious reasons, each 4L60-E is programmed to suit your particular vehicle. Meaning you would not want a truck transmission in a luxury Oldsmobile any more than you want an Oldsmobile transmission in your truck. To put it mildly, every 4L60-E was programmed for a particular model of car. Which makes the use of the VIN especially important when you order a transmission for sale.

Some companies will send you whatever they have sitting around. This is not the proper way to purchase a replacement transmission for sale. When you call an experienced company such as GotTransmissions.com, you will be asked questions about the particular vehicle it goes in and what your intended purposes are. Depending on your choice of available transmissions, such as a rebuilt transmission in particular, the electrical components should match the components in the car you own. The beauty of a remanufactured transmission for sale is that it can be tailored to a specific type of use at the time of rebuild.

For instance, if you have a truck and use it commercially, it may be a wise decision to buy a transmission for sale that is ‘beefed’ up with viable effective upgrades. Adding an external transmission cooler is a great way to extend transmission life.

One of the proceures I practiced was to make sure the automobile did not have an ECM, TCM or computer problem of any sort before we started work. We did this because the company we used was right on top of things and sold low mileage ECMs and TCMs also, at pennies on the dollar, literally. Read more of our blog and become an educated consumer. Statistics prove that consumers who know what to ask for, and get the right parts the first time have a much higher success rate than uneducated consumers. Enjoy..

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Transmission Control Module: TCM-Onboard Computer

Did it ever occur to you that on cars built in the last 15 years develop engine repair problems or have a transmission failure because the TCM, transmission control module is the culprit? In essence the newer the car the more operations are computer controlled, making the entire system a team that needs to work together. One lazy team member hurts the performance of the other properly performing teammates.

To put it mildly, only a fool would ignore the TCM and related components anytime your automobile transmission acts up. I say this because gradually over the last 15 or so years cars operate all functions through a computerized system. The operations commanded by a computer are ever increasing. Very advance systems need computers that are more involved in your cars drive ability.

Computers develop isolated problem areas that only affect one part of the car, and in some cases a computer can have a total failure. Which may have a profoundly bad effect on your engine or transmission. Either way, the TCM will need replacing. Since all TCM modules are solid state circuitry and sealed in epoxy, mere mortals can not fix them.

FYI: The best choice in searching for  computer is not the dealer. It is your trusty transmission replacement supplier. Since the TCM, or onboard computer is an integral part of the direct performance of your car, it is logical to call the premier transmission suppliers for a used low-mileage TCM. Since they have access to the same cars that the used transmissions come from.  Meaning that the preponderance of  low mileage wrecked have good computers in them. Realistically speaking, some of the new cars or trucks have computers that control the engine and transmission and suspension, which can cost from about 500 dollars new to close to 1000 dollars from the dealer. Most engine supply companies have access to used TCMs for about 100 dollars. What is interesting is that in most cases you get the same guarantee a new one would get for much more money. One year…

As a starting point, if a transmission repair is needed, the first thing your mechanic should do is hook up a scan tool and test the ECM, TCM and every input, sensor, module, controller, etc. on the car. So many times it turns out that the problem does not require you to replace the engine or transmission, or if replacement is needed, the ECM or TCM transmission control module may be the culprit. So, in essence, you can put a replacement transmission in your car and still have a problem.

The company that stands out to me is GotTransmissions.com. Mostly because the owner Brian knows about the issues of dealing with computers and has made a point of having access to low mileage ECMs and related components for pennies on the dollar. In fact if you were to call them for any reason, in the course of the conversation, your representative would discuss the computer with you.

Be a wise consumer, ask the technician at the repair shop checking out your car if the electrical system has been scanned or is going to be. If the answer is anything less than “right now”, take your business to another shop.

BTW, if the only part your car needs is an TCM, call GotTransmissions.com, an insightful company thinking in advance to deliver the critical parts that get you on the road asap. Call us @ 866-320-1182, we will gladly sell you a computer only.

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Rebuilt transmissions are for the experts…

When the transmission in my neighbors Ford Explorer started to smoke she hoped to avoid the repair shop by letting her husband fix it at home. Find the problem, get the parts, buy a repair manual and fix it myself. If needed, buy a rebuilt transmission and pop her in. Sounds simple, eh?

But her husband struggled to remove the bulk of covers and trim under the car surrounding the transmission, breaking half of the parts removed, and when he used a bar to pry the exhaust system down, it broke an exhaust stud on the exhaust manifold.. What came next was even worse. The Ford dealer wanted $200 to replace, not fix the manifold.

Mechanics say they’ve seen it all in recent months, including incorrectly applied brake pads and antifreeze poured into engines, engine oil in the transmission and so forth.

A lot of people, they’re in dire straits monetarily, as far as I’m concerned. Trying to do this stuff at home in their driveway.

The results can be frustrating, expensive and sometimes outright dangerous in several ways.

An old customer of mine took her Chevy Trailblazer SUV to a back yard car-expert, the neighbor charged $500 to repair her front and back brake system, replacing rotors and calipers, far less than the going rates at nearby repair shops.

Later, on a highway ramp, her brakes developed an odd feeling, she pulled to the side of the road. The problem? Her neighbor installed one of the parts that bolts to the wheels wrong, setting off a chain reaction that caused the brakes to react poorly.

The car had to be towed at about $100.00, and she ended up paying an additional $400 to have it fixed at my shop.

While well-intentioned, many people forget that today’s cars are vastly more complicated than models made just years ago. Most transmissions are so computer-controlled that owners can’t spot problems without access to specific scan tools and data programs that cost thousands of bucks.

Even jobs that were once simple, such as changing the oil, can take hours to complete now.

Home mechanics are not able to do nearly the work that they used to do , in many cases it’s even going beyond the heads of a lot of technicians who aren’t keeping up-to-date.

Even so, some car owners remain unflappable. I was using Google and studying queries for the terms “transmissions” and “transmissions for sale” up from roughly 77 percent and 99 percent respectively in just the past month, according to my data.

Other car repair search terms-replacement transmissions, reconditioned transmissions and remanufactured transmissions remain at three-year highs.

The urge to cut out the middleman extends to even the wealthy, Most feel the need to be frugal and save money.

But that doesn’t mean repairs come easily. My buddy tried to change the transmission oil on his BMW sedan and wound up covered in dirty oil, after towing it to the dealer, he was saying I felt like it was an episode of  “The Three Stooges”.

Auto shops say there’s an easy way to save money: Just be upfront about the repairs you’ve tried at home. Most do-it-yourselfers, play dumb when mechanics start asking questions about what went wrong with the car.

Rather than saving themselves time and money by telling us the whole story, they’ll just say, ‘This doesn’t seem to be working,'” and, “without going into the details of what they’ve already done to destroy the whole system.”

To piece together what went wrong, mechanics typically have to start asking questions, and lots of them.

“It’s like, ‘What’s the real story, Dude?'” I would say. “You play the 100 question game before the full truth comes out.

People who try the at-home tinkering are usually out of work or low on cash.

Many of them are men who work as contractors or handymen in another trade and think, no problem, if the slob down the street can do it, let me apply my skills to car repair.

It’s those people who have that mindset, “Hey I can fix this, I can fix that”.

My neighbor with the smoking transmission learned her lesson. Before he unceremoniously removed half of the transmission while damaging most of what was removed, the job turned from a bad modulator, about a 75 dollar repair, into a rebuilt transmission.

Needless to say, her husband won’t be laying his hands on the car anytime soon. And we will be going to a competent mechanic next time I think I need a transmission repair, and, he’s not going to do any more car repairs.”

Enough said.

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Remanufactured transmissions for sale: Ford Cruisomatic C-4….

The first C-4 Ford transmissions were introduced in 1964. The first aluminum case fully automatic ‘cruisomatic‘ transmission Ford produced. Of the early aluminum case three speed automatic transmissions made, it enjoyed perhaps the most success. Small and sturdy it met many new requirements newer cars demanded.

The fact is it was an exceptionally good working transmission, and very durable, being able to take more power and punishment than it’s peer transmissions at the time. One might say it was a trendsetter.

Ford Trivia: Ford Motor Company was wrapped pretty tight back then. In particular, the system used by Ford to identify parts is a brilliant and easy to figure out method of determining what decade and year your car or the part was made, giving you an advantage in finding what part you want fast.

The C in C-4 stands for the decade of the 1960s. As the letter D would indicate the decade of the 1970s and so forth. The number immediately following the letter designates what year the part was produced. Thus we can conclude that the C-4 was first produced in 1964. C being the decade of the ’60s and # 4 being the year in that decade. Hence C-4, 1964..

The C-4 is a 3 speed automatic transmission. Using two sets of planetary gears, two bands (for second and reverse gear), 2 sets of clutch packs and a front pump and aluminum valve body. Needless to say, it’s overwhelming success over the years brought relatively few changes or upgrades from the factory. It is pleasure when the factory designs a transmission that hits the street having few if any factory flaws.

Since the C-4 was officially discontinued in 1986, the availability of transmissions for sale is the most cost effective method of replacement for the buck. Finding good used units is possible, but it is hard to find a used one with low mileage. when looking for transmissions for sale, such as the C-4, the options are endless. Assuming all things in the rebuilt transmission industry are equal, and they are not, by the way, it is easy to purchase a remanufactured C-4 tailored to your particular use.

As I said, unfortunately all transmission rebuilders are not equal, and that is where GotTransmissions.com outperforms all other competitors. Using precise testing procedures and only backing the cream of the crop in reconditioned transmissions, you can expect to purchase a long lasting trouble free rebuilt Ford C-4 transmission, or for that matter any transmission, with confidence. The warranty proves it.

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Transmissions for sale: Ford C-6 automatic..

One of the first heavy duty aluminum cased automatic transmissions was the Ford C-6 cruiseomatic. Considered the answer to the G.M T-400 and the Chrysler TF-727. This new breed of automatic transmissions set the standards for the future in terms of design and reliability. When looking for transmissions for sale of this nature, it is imperative to deal with a known competent engine supplier.

To start with, Ford has a great, even logical parts system. When making a determination on when the C-6 cruiseomatic was first produced, having a brief understanding of the system takes the confusion out of the identification process.

When identifying Ford parts, the letter in front (C), is the actual decade of production. Meaning, in Ford terminology, the C stands for the decade of the 1960s (D would be the 1970s). The number that comes next is the year the product was made or introduced in the particular decade of discussion. 6, then means it was made, or introduced, in 1966. Hence–C-6, introduced in 1966. Have your VIN handy…Simple, eh.

The C-6 is a 3 speed automatic transmission. Using two sets of planetary gears, one band (for second gear), 3 sets of clutch packs and a front pump and valve body. Needless to say, it’s overwhelming success over the years brought relatively few changes or upgrades from the factory. It is nice when the factory designs a transmission that hits the street having few if any factory flaws.

Since the C-6 was officially discontinued in 1996, the availability of transmissions for sale is the most cost effective method of replacement for the buck. Finding good used units is possible, but it is hard to find a used one with low mileage. when looking for transmissions for sale, such as the C-6, the options are endless. Assuming all things in the rebuilt transmission industry are equal, and they are not, by the way, it is easy to purchase a remanufactured C-6 tailored to your particular use.

As i said, unfortunately all transmission rebuilders are not equal, and that is where GotTransmissions.com outperforms all other competitors. Using precise testing procedures and only backing the cream of the crop in reconditioned transmissions, you can expect to purchase a long lasting trouble free rebuilt Ford C-6 transmission, or for that matter any transmission, with confidence. The warranty proves it.

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Remanufactured transmissions, leave it to a professional…

Every now and then, I would field a call from a DIY mechanic asking tons of questions about how to do this or that operation, in regards to a transmission job. Other than I made my living rebuilding transmissions and engines, what makes a person of this sort think they can arbitrarily absorb 20 plus years of information in a few phone calls?

Not to mention the hundred thousand dollars worth of specialty tools my shop needed to perform procedures like rebuilding a transmission. Short minded thinking and an insult to any trained mechanic who has put lots of time into learning their craft. Mechanics have thousand of dollars worth of personal tools to pay for. Normally the shop supplies the specialty tools, although many mechanics have their own specialty tools.

The end result of delving into something way over your head is that once you concede that it needs to go to a trained specialist, the price just went up. Sorting out a disassembled engine or transmission is time consuming, not to mention figuring out what parts are bad or broken and deciphering the unprofessional disassembley technique.

Cars of the last 18 years have become progressively more computerized and complicated, making it more important for intensive training to stay on top of your field. Realistically speaking, all professionals, including doctors have to attend yearly training and update seminars to keep abreast of the field. Good shop owners allow a percentage of shop income to go to training.

Bottom line, have a serious transmission problem, go to a professional, even if you need a remanufactured transmission, it stiil costs less and takes less time in the long run. More information on remanufactured transmissions can be found on our GotTransmissions.com Blog.

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Honda H4A used transmissions..

The ‘H4A’ was a modified version of Honda’s first 4-speed automatic transmission, the H4. Introduced in 1990 on the Honda Accord, the H4A series had three shafts, rather than the two found on the H4. It was replaced by the light-duty M6HA series and medium-duty B7XA, leaving a mass overload of used transmissions on the market.

Just to simplify the matter of H4A series of automatic transmissions, the applications:

  • 1990- Honda Accord (PX4B)
  • 1991-1992 Honda Accord (APX4)
  • 1991- Honda Accord (MPXA)
  • 1992- Honda Accord (MPWA)
  • 1992-1994 Acura Vigor (MPWA)
  • 1993- Honda Accord (MPXA)
  • 1994-1997 Honda Accord (MPOA)

The transmission may have had an abundance of upgrades, with three shafts to meet the demands of increasing the amount of speed ranges to satisfy more advanced models, the basic premise has not been lost. even though each separate unit requires a different rebuild kit to achieve a quality rebuilt transmission, the design has surprisingly wavered little since the basic inception of the unit.

With that in mind, one of the best deals in the replacement transmission industry is a used transmission. With the availability of JDM transmissions becoming a terrific and prolific source of low mileage units and an abundance of low mileage used transmissions, coming primarily from low mileage wrecked cars, compared to rebuilt, a used transmission is a viable, cost effective and most important, reliable avenue to take if the occasion occurs for a replacement transmission.

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Honda transmissions have a built in formula for success..

Honda’s transmissions are unusual in that they do not use planetary gears like nearly all other makers. Instead, the Hondamatic and its successors use a gear arrangement much like a manual transmission, while integrating hydraulically operated multi-sets of clutch packs and no bands.

Honda was forced to invent their new system due to the vast array of patents on automatic transmission technology held by Borg/Warner Co. and others, continuing to produce one of the best automatic transmissions made. As evidence, it is used in many Acura products as well.

The original 2 speed Hondamatic incorporated a lockup feature, which Honda called a third ratio, and had manual gear selection option. The company’s early transmissions called the feature a torque converter which used stator force rather than hydraulic controls for shifting.

The development of Honda’s new automatic transmission, which was based on a front-engine/rear-wheel-drive specification, would have to be transformed to the front-engine, front-wheel-drive format (FF). Simple rearrangements in the layout could have been made relatively easily, but finding a space for the transmission in a small engine compartment turned out to be difficult to sa y the least.

FTI: A conventional automatic transmission employs planetary gears that are arranged along a single axis. The design teams’s parallel-axis version, in contrast, adopted a very simple and nearly equivalent structure that simply lacked planetary gears. This would allow the team to design a compact automatic transmission that produced less friction, a benefit that wasn’t possible with the conventional AT design.

Through out the years, Honda has continued to use their unconventional, yet durable and efficient design in the vast majority of cars produced. Though there seems to be unlimited variations produced as the different generations of Civics became more advanced along with the arrival of the Accord and the other cars produced by Honda. Staying with a highly successful design through the addition of 4 and 5 speed ranges  has allowed Honda to nearly perfect and keep ahead of the pack with this unit over the years.

Inevitably, all good things come to an end, and at some point a Honda transmission can wear out. Leaving it as an ideal candidate for a rebuilt transmission. Becuase of the extensive use of these particular transmissions from generation to generation, the only rebuild parts acceptable to use in the process of rebuilding a Honda transmission come from the dealer only. As of this date no after market company has made acceptable clutch plates to match the performance demands of this transmission, which includes using genuine honda automatic transmission fluid purchased from the dealer.

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Rebuilt transmission maintenance, slight return…

The subject of transmission maintenance or for that matter any transmission, for all practical purposes, is not talked about and executed enough. It is sort of like with this part of the car, if we ignore it, maybe it will never have any problems. Ho, Ho, Ho. Put your transmission in the 20 percent part of the 80-20 principle.

What is the 80-20 principle? Simply put: Put 80 percent of your time into the 20 percent of the most important things to do. The rest of it will fall into place. For me, the 80%-20% rule, I live by it. I structure my life so that the 20 percent of the most important things get 80 percent of my attention, which usually prevents an emergency. It is a good ‘life rule’ too. Like getting your teeth cleaned. It sure beats a bad toothache or the need for a root canal. Pain for your mouth and to your wallet….

Essentially, by following this rule, with your car in this case, would make transmission maintenance important, by putting it in the 20 percent category, which in turn would lower dramatically the odds of a major transmission problem occurring, perhaps at all, but not prematurely. Basically spending the hundred bucks or so for a transmission service, where the transmission pan is lowered and inspected, then the filter is changed and the pan reinstalled and then refill the transmission with the exact correct transmission fluid is a cost effective money and time saver.

Possibly, just the fact that a professional transmission specialist will inspect your transmission for leaks and, the entire drivetrain, which includes the transmission mount/s, universal joints and all related components for problems is one of the most important bonuses of the whole process.

I don’t like transmission ‘flushes’ in any way shape or form, well, there is one form I approve of, since it is not relevant to this post, no discussion on that today.

By the way, this post includes standard transmissions too. Standard or manual shift transmissions have a need for regular service too, perhaps not as often, which makes it all the more important. You are not talking about your dads old manual transmission, standard transmissions today are precision units requiring brand specific fluids.

Speaking of brand specific, I wrote a post on Honda transmission fluid which discussed the necessity for transmission fluid that meets the exact factory specifications. Realistically speaking, most manufacturers use a specifically blended synthetic AFT, which has the proper additives already in it to match the requirements of your car. Since Mobil 1 Synthetic Multi-Vehicle Formula is one of the best on the market, I wanted to point out exactly what vehicles it can be used on.

  • Approved for Allison C-4 applications
  • Exceeds JASO 1-A performance standard
  • Also suitable for use in vehicles that specify the following fluid requirements:
    • Audi G 052 025-A2, G 052 162-A1
    • BMW LA2634
    • Esso LT 71141
    • ETL-7045E, ETL-8072B, N402
    • Ford* MERCON*, MERCON V, MERCON LV
    • All 2005 and earlier GM vehicles**
    • Honda ATF-Z1*
    • Hyundai SP-II, SP-III
    • Idemitsu K17
    • JWS 3309
    • Kia SP-II, SP-III
    • MAN 339F, V1, V2, Z1, Z2, Z3
    • Mazda ATF-III, ATF-MV
    • Mercedes-Benz 236.1, 236.2, 236.5, 236.6, 236.7, 236.9
    • Mitsubishi Diamond SP-II, SP-III
    • Nissan Matic-D, Matic-J, Matic-K
    • Subaru ATF
    • Toyota T-III, T-IV
    • Voith 55.6335.XX (G607, G1363)
    • Volvo 97340
    • ZF TE-ML 03D, 04D, 09, 14A, 14B, 16L, 17C
* Not recommend for CVT applications, Mercon® SP, Ford Type F
** Mobil
DEXRON-VI ATF is recommended for 2006 and newer GM vehicles and
improved performance in 2005 and earlier vehicles, wherever DEXRON is
specified.

Notice that it goes not include Chrysler brand overdrive transmissions? It is not recommended for 2006 and newer General Motors vehicles? And it will not work in any Honda transmissions built in the last 25 years. The bottom line is to read your service manual and make sure the ATF you buy meets the exact requirement. As a matter of interest, there are a few cars such as the Honda and Chrysler O.D. transmissions that require something different. If you are not 100 percent sure, get off the jack and go to the dealer. Expensive transmission fluid is cheaper than a rebuilt transmission.

At my transmission shop we had 3 separate 55 gallon drums of ATF, which covered 90 percent of the cars, the other 10 percent, we bought it from the dealer. Warning: Do not add any additives, period. The proper transmission fluid come with everything it needs..Do not buy into the stop leak additive sale, get the leak fixed. Putting a stop leak additive in may be a real short termed approach, since it usually causes more internal damage to the transmission, and as Murphys Law states, you can bet it will fail on the hottest or coldest day of the year, on an important run, in the middle of nowhere!

Maintenance, slight return? How about a full return. Follow the timely maintenance instructions our GotTransmissions Blog suggests, and get everything you expected out of your transmission. you won’t need to think about it until it need maintenance next time.

P.S. Maintenance will not fix a problem..Period. Maintenance will help avoid a problem though..

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Ford transmissions: Cruise-O-Matic automatic transmissions..

The original Ford transmissions dubbed “Cruise-O-Matic” use a torque converter and planetary gear system, providing three forward speeds plus reverse. In some applications, Ford offered a dual-range option allowing the driver to start in either first gear or second gear. For all practical purposes, the early ’60s were the first Cruiseomatic transmissions.

Dual range simply means that on the shift indicator lever, located on the column or floor, has a dual or two ranges of designation on it. Some of you old timers may remember that. It caused much confusion as to what gear or ‘dot’ to put the shift lever in. For example, on a common floor shifter: The shift lever is in P for Park when the car is off. This is usually the top or first range/designation on the shift lever. Then we have R for reverse, N for neutral, 3 or D for Drive, 2 for Second gear and 1 (or L for low) for First gear.

One the dual range units, the designations were: P, R, N, a Big Dot, instead of D for Drive, a Small Green Dot for the 2nd range and 1 or L (low) for first gear. The kicker is that the middle, small green dot was for drive, meaning it would start in first and shift normally through out the gear ranges. The confusing part (unless you read the owners manual) was that the first Dot or the bigger dot, which is what we are used to as the ‘Drive’ position actually would allow the car to only take off in second gear.

Ford did this for a couple of legitimate reasons. When one is driving on a slippery surface such as snow or mud, starting off in second gear, or a higher range, makes it easier to get traction from the drive wheels to the ground. This was a cool and effective feature, which was exclusive to the early C-4 Cruiseomatic only, but was dropped by 1966 for obvious reasons, as I said, people were often confused on how to properly drive the car.

Ford dropped the “Cruise-O-Matic” tradename during the 1970s; in the 1950s and early 1960s promoting the automatic transmission as a feature was a standard practice among automakers as they were relatively new. By the late 1970s most cars had automatics as standard equipment and there was no reason to especially call attention to them. The transmissions were marketed as the Merc-O-Matic when installed in Mercury vehicles, and Mile-O-Matic in Edsel vehicles.

Realistically speaking, amongst certain hot rod groups, using the phrase broadly, the C-4 is still popular. Due to the age of this unit, with the last C-4 transmissions giving away to the C-5 (which was a C-4 with a lock up torque converter) in the early 80s, the only was to purchase a transmission would be as a rebuilt transmission.

The good part about a rebuilt transmission is that you can have it taylored to you specifications. Ranging from a stock factory remanufactured unit to a full on dragster transmission. The options never end. If you are in the market for a rebuilt ford transmission, make sure you have the knowledge in hand to get the exact unit you need from a reputable supplier.

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