Kevin Fodge Jr.

Hey guys, I'm doing a 5.3 to 6.0 swap soon in my express but was looking to keep my 4l60e for the time being. I know some avalanches came with the 6.0 and 4l65e. My question is, could I use a torque converter from that setup? I found a thread saying sometimes yes, sometimes no, depending on years, etc; but they didn't go into much detail. It's a 2004 4l60e and I think I'd need to use a 2007+ Avalanche TC. Or even if I can use an avalanche TC, would it perform well in a full size van?

Jays_SSZ28

iTrader: (2)

They probably have the same part number (code) and are exactly the same. Probably a TMBX, not much changed from 2004 to 2007 torque converter wise.

Kevin Fodge Jr.

Oh, really? Ill have to look into it, but I figured being different engines they would have needed different torque converters
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Kevin Fodge Jr.

Looks like you were right, as far as I can tell (had to use rockauto, I couldnt find a torque converter on GM parts direct) they are the same part number

mrvedit

Some members have used the torque converter from the Trailblazer SS, with 4L65E, and reported that it has a higher stall speed.

Correction: I believe Jays comment (next post) that the 300mm converter from the 6 cylinder Trailblazer has the higher stall speed.

Starting in 1998 some, but not all, 4L60E have the 300mm (LS-style) input shaft; somewhere around 2004 (??) all 4L60E for V8 engines have the 300mm input shaft.
All 4L65E and 4L70E have the 300mm input shaft . (The C5/C6 Corvettes might be exceptions).
The torque converter from any 300mm 4L60E/4L65E/4L70E will fit on any other 300mm model.

Jays_SSZ28

iTrader: (2)

Thats absolutely incorrect. The trailblazer SS has the same converter as a regular truck. The high stall 300 mm converter comes from the 6 cylinder trailblazer/Envoy. I have one in my 2001 Z28 and it does stall higher.

And coincidentally I was at a junkyard today and something caught my eye. It was a 2007 (as marked on the case) 4L60E sitting under a colorado and it had the smaller input, similar to the old V6 transmissions.
Hope this helps.

mrvedit

Thanks Jays. I have added a correction to my post.

Perhaps others can document how long the 298mm (LT-style) 4L60E was manufactured.

I try to "complete" the related info in a thread and I greatly appreciate corrections to what I post.

Tranzman

The smaller engines such as the 2.8L and the 3.5L in the Colorado's have a small input and a short stator like the old 245mm converters. They also added the ISS (input Speed Sensor) to them as well.
I have wondered about putting a 3.4L FWD in my s10. Then I thought if you going to do that much work, just LS swap it...

Tranzman

My converter company CVC (Consolidated Vehicle Converters) shows use of the 298MM converters through 2004. Probably for the S/T Trucks.

mrvedit

Ah that explains it - the 4L60E from V6 engines continued to have smaller (245mm?) input shafts for a long time and even with ISS. I updated my post #5 to specify V8 vehicles.

It's unfortunate and confusing that GM used the same "4Ll60E" designation for incompatible 245mm, 298mm and 300mm versions.

Tranzman

Yes it is very confusing, but like anything else. If we have been there from the beginning it's easy...
The internal components remained relatively unchanged through out the years. Hence keeping the 4L60E name and the M30 RPO code. The bolt on bell housing was a very smart move from a manufacturing standpoint. All you had to change was a few key components for this transmission to work for any car/truck line. They even used this unit in Jaguar's and Holden overseas. Yes there are many internal upgrades made for durability over the years, but too long for this post. That would need to be a sticky in itself. Keep in mind transmission builders have lots of specialty tools and equipment.
The basic gear train is interchangeable as a whole from the aluminum input housing down to the rear planetary ring gear hub. The case and the L/R piston can be used in just about anything 96-2006 with the correct or matching parts. The input shafts are different but can be pressed out and swapped. The input shaft must match the pump stator. Basically there are 2 stator lengths, the short stator (6-7/8") for the 298mm/245mm converters and the long stator (7-3/8") for the 300mm converters. The 245mm converters were used in mostly 2.2L engines until the later model Colorado/Canyon came out. They are not talking about converter diameter, but the internal depth. Pump assemblies are interchangeable if the stator shaft is pressed out and replaced with the other shaft. I always use a new Sonnax stator shaft if I need to swap a pump out from one to another. The reason for that is there are two different locator pin locations and the Sonnax stators are made to work in either design.
I hope this helps someone...

Kevin Fodge Jr.

Wow, I didn't expect this thread to get this big haha. But I appreciate all of the input. I always wondered what the difference between the various 4l60e's we're, and now I know! So I guess I'll just stick to my stock torque converter until I do enough to warrant a custom one. Thanks guys!

bygblok

iTrader: (4)

MaroonMonsterLS1

This topic has been covered here on this thread probably 25 times at minimum.
IT's been covered on other forums countless times.
Do a search next time.

But, to answer your question...depending on the weight/torque of the engine, it typically stalls to around 2600-2800 rpm

It's got a small lockup disc and I would not lock it anytime other than very light load cruising.