Ls3 with older (2000) 4L60e ok or need newer trans?
10-18-2015, 09:20 AM
#1
Ls3 with older (2000) 4L60e ok or need newer trans? Is anyone successfully (no issues at all) running an Ls3 with an older non-ISS 4l60e? Been battling some issues that I can't get passed. If you are running this set-up, I'd like to know who's harness you are using and which ECM/TCM is working for you? Is it necessary to go to a newer trans with ISS?
10-21-2015, 01:22 PM
#5
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im in the same boat as this guy but my reason in using the 4l60e vs 6l80e is my tranny tunnel is not big enough for the 6l80e w/o cutting and modifying it. i have not found a firm answer but im down to the point of using a older harness change some of the pigtails and getting a reluctor wheel converter.
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10-21-2015, 06:28 PM
#8
I've run an E38 with a T42 and 4L60E transmission with no problems. I think the TrailBlazer SS uses an E67 and T42 combo on a 4L65E or 4L70E which is a factory updated 4L60E. The key will be getting a T42 with the proper calibration on it for a 4L60/65/70E.
Connect the T42 to the E67 on the CAN bus so they can communicate, throw the proper tune on it and roll out.
By the way, I'm not running the ISS (input speed sensor) on that combo and turned it off via HP Tuners.
What issue are you having? Is it slamming second at random times and throwing an ISS code?
Connect the T42 to the E67 on the CAN bus so they can communicate, throw the proper tune on it and roll out.
By the way, I'm not running the ISS (input speed sensor) on that combo and turned it off via HP Tuners.
What issue are you having? Is it slamming second at random times and throwing an ISS code?
Last edited by gofastwclass; 10-21-2015 at 06:33 PM.
10-21-2015, 07:33 PM
#9
I've run an E38 with a T42 and 4L60E transmission with no problems. I think the TrailBlazer SS uses an E67 and T42 combo on a 4L65E or 4L70E which is a factory updated 4L60E. The key will be getting a T42 with the proper calibration on it for a 4L60/65/70E.
Connect the T42 to the E67 on the CAN bus so they can communicate, throw the proper tune on it and roll out.
By the way, I'm not running the ISS (input speed sensor) on that combo and turned it off via HP Tuners.
What issue are you having? Is it slamming second at random times and throwing an ISS code?
Connect the T42 to the E67 on the CAN bus so they can communicate, throw the proper tune on it and roll out.
By the way, I'm not running the ISS (input speed sensor) on that combo and turned it off via HP Tuners.
What issue are you having? Is it slamming second at random times and throwing an ISS code?
Just some other drivability issues. What is the ECM and Tcm from that you are using. Also, did you make your own harness?
10-21-2015, 10:54 PM
#10
The E38 ECM is from a 2007 Silverado, the T42 TCM was from a random V6 front wheel drive car I found in the salvage yard. I found a program in my list of things I downloaded from cars I've scanned with a T42 programmed for a 4L60E. I used HP Tuners to write the TCM with the 4L60E calibration and wired it in. The original TCM was damaged and initially the swap was using the factory for the vehicle non-electronic transmission.
The harness is a custom home brew to fit the engine in a conversion so I had to delete all the usual trash and extend / shorten wires to make it fit and look good. The build kept the 1980's 4WD transfer case and mechanical speedometer so I couldn't pickup speed from the tail housing of the transmission. We also didn't have the luxury of using a transmission that was new enough to have an input speed sensor. Finally, since ABS brakes (hubs with reluctor rings) were never an option on an 80's K5, I had to use a Dakota Digital pulse generator off the speedo drive and signal converter to let the PCM know how fast the truck is moving. Without speed information, the PCM / TCM won't command the vehicle to shift. Using the DD stuff allowed me to keep the drive by cable speedometer and satisfy the PCM's need to know how fast it's going.
The harness is a custom home brew to fit the engine in a conversion so I had to delete all the usual trash and extend / shorten wires to make it fit and look good. The build kept the 1980's 4WD transfer case and mechanical speedometer so I couldn't pickup speed from the tail housing of the transmission. We also didn't have the luxury of using a transmission that was new enough to have an input speed sensor. Finally, since ABS brakes (hubs with reluctor rings) were never an option on an 80's K5, I had to use a Dakota Digital pulse generator off the speedo drive and signal converter to let the PCM know how fast the truck is moving. Without speed information, the PCM / TCM won't command the vehicle to shift. Using the DD stuff allowed me to keep the drive by cable speedometer and satisfy the PCM's need to know how fast it's going.