4l60e re-fresh with pics
04-07-2010, 07:52 PM
#61
That piece is not for the input drum where the 3-4 springs are...I have that peice in my tranny, It goes right under the low roller clutch.
that piece goes under this
http://smartflix.com/vidcaps/lvidcap...jpg?1239225310
that piece goes under this
http://smartflix.com/vidcaps/lvidcap...jpg?1239225310
04-07-2010, 08:29 PM
#64
Bro Inc
With the corvette servo I stopped using the big hole sizes quite awhile back, without further modifications to the band release hole and which 3-4 apply ring you use. They would work great on one unit, but not on another, had to many problems.
Now with the Corvette servo, using the TransGo "modified" HD2 Shift kit and using a 9.5" torque converter, the 2nd feed hole is .096" max., 3rd .116" max., 4th will vary on what servo is used, etc. I have with the Sonnax 2nd apply servo, opened 3rd to .125" - .135" without issue. With the Superior billet 2nd apply servo, you can open 3rd to .155" - .187". This is with using a Borg Warner Hi-Energy 8 or 9 clutch 3-4 pack, with the clutch clearance at .022" - .035", using the 4L60E #7 apply ring. With the #4 apply ring you can run the clutches looser by another .020". You can run the 3-4 clutch pack looser than .022" - .035", with the Sonnax or the Superior 2nd apply servo, but I would not do that with the Corvette servo. I "modify" the Raybestos ZPak to use 16 clutches instead of the standard 14 they come with for more holding power. So far I have about 35 - 40 of them in all kinds of vehicles without any issues. The TransGo Hi-Rev spring kit that replaces the 3-4 return springs take apx. 3-5 pounds of additional pressue to overcome. With the .490" Sonnax or the .500" TransGo boost valve this is not a concern "at all". ATSG says to take them out, that is a big mistake if you are not going to address the potential problem it might create. They should have suggested making the 3rd apply hole .005" - .010" larger than the existing feed hole, that would have sped up the 3-4 clutch apply. Plus with any other 3-4 clutch setup other than factory or the ZPak, the oem 3-4 return springs will not work "unless" you know what steels use the extra step to hold the 3-4 return springs at the correct height. I prefer the TransGo way here, as I use the 8 or 9 clutch BW Hi-E 3-4 packs in just about anything I build, but the factory will work if you do the other things mentioned. Never use the 2nd accumulator spacers from TransGo, as they only make the part throttle shifts harder. I have used for the last few years the Torlon checkballs from Ford. They do not do any damage to the separtor plate at all. Looks like the build here is working out so far, good. Dana
With the corvette servo I stopped using the big hole sizes quite awhile back, without further modifications to the band release hole and which 3-4 apply ring you use. They would work great on one unit, but not on another, had to many problems.
Now with the Corvette servo, using the TransGo "modified" HD2 Shift kit and using a 9.5" torque converter, the 2nd feed hole is .096" max., 3rd .116" max., 4th will vary on what servo is used, etc. I have with the Sonnax 2nd apply servo, opened 3rd to .125" - .135" without issue. With the Superior billet 2nd apply servo, you can open 3rd to .155" - .187". This is with using a Borg Warner Hi-Energy 8 or 9 clutch 3-4 pack, with the clutch clearance at .022" - .035", using the 4L60E #7 apply ring. With the #4 apply ring you can run the clutches looser by another .020". You can run the 3-4 clutch pack looser than .022" - .035", with the Sonnax or the Superior 2nd apply servo, but I would not do that with the Corvette servo. I "modify" the Raybestos ZPak to use 16 clutches instead of the standard 14 they come with for more holding power. So far I have about 35 - 40 of them in all kinds of vehicles without any issues. The TransGo Hi-Rev spring kit that replaces the 3-4 return springs take apx. 3-5 pounds of additional pressue to overcome. With the .490" Sonnax or the .500" TransGo boost valve this is not a concern "at all". ATSG says to take them out, that is a big mistake if you are not going to address the potential problem it might create. They should have suggested making the 3rd apply hole .005" - .010" larger than the existing feed hole, that would have sped up the 3-4 clutch apply. Plus with any other 3-4 clutch setup other than factory or the ZPak, the oem 3-4 return springs will not work "unless" you know what steels use the extra step to hold the 3-4 return springs at the correct height. I prefer the TransGo way here, as I use the 8 or 9 clutch BW Hi-E 3-4 packs in just about anything I build, but the factory will work if you do the other things mentioned. Never use the 2nd accumulator spacers from TransGo, as they only make the part throttle shifts harder. I have used for the last few years the Torlon checkballs from Ford. They do not do any damage to the separtor plate at all. Looks like the build here is working out so far, good. Dana
04-07-2010, 08:39 PM
#65
the case savers go in place of the 3-4 boost springs...i did not use case savers on mine ......i just left the space blank where the springs went......but when i finally do rebuild......gettin those case savers.........cant find my ATSG manual....maybe it has a better reason for leaving them out........and i prefer using small holes in the separator plate when given the choice...my .02.........and plastic check ***** are a must.....my plate was worn out from the steel *****...........good thing i had bought a new plate before hand
Last edited by sjsingle1; 04-07-2010 at 08:46 PM.
04-07-2010, 08:46 PM
#66
the case savers go in place of the 3-4 boost springs...i did not use case savers on mine ......i just left the space blank where the springs went......but when i finally do rebuild......gettin those case savers.........cant find my ATSG manual....maybe it has a better reason for leaving them out........and i prefer using small holes in the separator plate when given the choice...my .02
If you can scan a pic from your atsg manual please do that, maybe I'm wrong.
LOL...been awhile since i rebuilt my 700r........you just may be right
04-14-2010, 01:02 PM
#70
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where did you get your super servo? i am looking to do this to my trans... do you have a place where you got all your upgraded parts from?
06-27-2010, 11:11 PM
#72
didnt noticed you responded... That was from stock power from a TBI 350... i think the main cause was mileage and 38" tires holding er back, it would be a 4l60e from 1994.
where did you get your super servo? i am looking to do this to my trans... do you have a place where you got all your upgraded parts from?
where did you get your super servo? i am looking to do this to my trans... do you have a place where you got all your upgraded parts from?
38 in tires are monster, what gears were in the back? I would hope 4.56 at least, the more leverage you give that poor little 60e the better.
11-06-2010, 07:05 PM
#74
Car just went 10.22 @ 132 1.44 60' rolling into the throttle the 4l60e is stronger then I thought with the right parts
http://www.youtube.com/watch?v=oCQ7SgaN6xE
Drove 60 miles to the track and home again, got 18 mpg's driving to, racing, and home again.....normally gets 22mpg's if i'm not on the gas so much
http://www.youtube.com/watch?v=oCQ7SgaN6xE
Drove 60 miles to the track and home again, got 18 mpg's driving to, racing, and home again.....normally gets 22mpg's if i'm not on the gas so much
11-07-2010, 11:57 AM
#77
When I did the 4l60e for the dodge ram, it was a basic rebuilt just to get the truck running. I did the beast shell, dual cage sprag, and hd acc. springs. it seems to shift really nice, but next summer the truck will get a yank stall, 5 pinion planetaries, and all of the other goodies the car got
