Transmission does nothing at all
Thread Starter
Teching In
Joined: Nov 2022
Posts: 6
Likes: 1
From: Kansas
Transmission does nothing at all usef a 6cyl 4l60e and put it behind ls1 in 1999 formula now trans dont do anything at all..do u have to have a nuetral safety switch on tbe trans for it to work at all?
Joined: Apr 2006
Posts: 3,855
Likes: 1,111
From: Grand Rapids, Michigan
If you put a V6 trans behind an LS1, it's not going to live long. But it sounds like it's already dead. The neutral safety switch is only to get it started. If the engine is running and you put it into gear and nothing happens, the sun shell may have stripped it's teeth. Other people more experienced with auto transmissions might be able to give you more info, however.
Joined: Apr 2006
Posts: 3,855
Likes: 1,111
From: Grand Rapids, Michigan
In a used trans, the converter is likely already filled with fluid. Either way, it's going to fill within a second or two of startup. You may want to get a pressure gauge and see if the trans has line pressure.
Launching!
Joined: Oct 2022
Posts: 206
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From: FL
The only V6 4L60E that has a neutral safety switch on the side would have come off a 4.3 V6.
To make that work it needs a torque converter pilot spacer, and whatever else to bolt it up. And technically it would work fine.
So tell more about this v6 transmission.
To make that work it needs a torque converter pilot spacer, and whatever else to bolt it up. And technically it would work fine.
So tell more about this v6 transmission.
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TECH Apprentice
Joined: Aug 2018
Posts: 380
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I assumed the GMT800 4L60e were all the same? The 4L60e that was in my 99 Silverado 4.3 had that top LS bellhousing bolt, which was empty. It also had the 300 mm input shaft. I've got some pictures somewhere.
I was doing a V8 swap on my truck and decided to swap to a 4L80e. The original transmission had developed that notorious P1870 valve body code, but otherwise was still fine with cherry red fluid. It had 260k. I sold it to a guy that had a Tahoe whose transmission blew up and was grinding. I told him I serviced mine and what it had, and was probably better to fix that one instead of his. I don't know what he did.
Now the 4L60e from the trailblazer, I don't know about that one. But I think some guys steal the torque converters for a budget higher stall speed converter?
I was doing a V8 swap on my truck and decided to swap to a 4L80e. The original transmission had developed that notorious P1870 valve body code, but otherwise was still fine with cherry red fluid. It had 260k. I sold it to a guy that had a Tahoe whose transmission blew up and was grinding. I told him I serviced mine and what it had, and was probably better to fix that one instead of his. I don't know what he did.
Now the 4L60e from the trailblazer, I don't know about that one. But I think some guys steal the torque converters for a budget higher stall speed converter?
Banned
Joined: May 2020
Posts: 252
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From: USA
The 60 degree v6 wouldn't have a switch and long shift shaft.
When I read v6 with neutral safety first thing I thought was truck or van 90 degree v6.
Attached like this from the sticky thread above.
When I read v6 with neutral safety first thing I thought was truck or van 90 degree v6.
Attached like this from the sticky thread above.
The spacer is only needed to bolt an LT-style 4L60E to an LS engine.
All pre-98' are LT style but some later years from non-LS engines are also LT-style.
LT style have a 298mm input shaft. LT converters have a shorter pilot.
LS style have a 300mm input shaft. LS converters have a longer pilot.
LS style have a slightly deeper bell housing and have a bolt hole in the 12 O'Clock position.
Most LS engines have a shorter crank that LT or SBC/BBC engines; hence the spacer is needed to properly engage the short LT converter's pilot into something solid. Alternatively a pilot extender can be used to engage into the crank.
An exception are some '99-'00 6.0L truck engines have a long crank LS-engine and came with the 4L80E trans. They would not need a spacer, but conversely will not directly bolt to an LS-style 4L60E. If really needed, the converter sponsors can make custom converters to solve incompatibility problems.
All pre-98' are LT style but some later years from non-LS engines are also LT-style.
LT style have a 298mm input shaft. LT converters have a shorter pilot.
LS style have a 300mm input shaft. LS converters have a longer pilot.
LS style have a slightly deeper bell housing and have a bolt hole in the 12 O'Clock position.
Most LS engines have a shorter crank that LT or SBC/BBC engines; hence the spacer is needed to properly engage the short LT converter's pilot into something solid. Alternatively a pilot extender can be used to engage into the crank.
An exception are some '99-'00 6.0L truck engines have a long crank LS-engine and came with the 4L80E trans. They would not need a spacer, but conversely will not directly bolt to an LS-style 4L60E. If really needed, the converter sponsors can make custom converters to solve incompatibility problems.
TECH Enthusiast
Joined: Jan 2019
Posts: 677
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From: Roxana, IL
I assumed the GMT800 4L60e were all the same? The 4L60e that was in my 99 Silverado 4.3 had that top LS bellhousing bolt, which was empty. It also had the 300 mm input shaft. I've got some pictures somewhere.
I was doing a V8 swap on my truck and decided to swap to a 4L80e. The original transmission had developed that notorious P1870 valve body code, but otherwise was still fine with cherry red fluid. It had 260k. I sold it to a guy that had a Tahoe whose transmission blew up and was grinding. I told him I serviced mine and what it had, and was probably better to fix that one instead of his. I don't know what he did.
Now the 4L60e from the trailblazer, I don't know about that one. But I think some guys steal the torque converters for a budget higher stall speed converter?
I was doing a V8 swap on my truck and decided to swap to a 4L80e. The original transmission had developed that notorious P1870 valve body code, but otherwise was still fine with cherry red fluid. It had 260k. I sold it to a guy that had a Tahoe whose transmission blew up and was grinding. I told him I serviced mine and what it had, and was probably better to fix that one instead of his. I don't know what he did.
Now the 4L60e from the trailblazer, I don't know about that one. But I think some guys steal the torque converters for a budget higher stall speed converter?
The S & T trucks kept the the Gen 1/2 set up through there production run.. The picture of the 4TAD transmission is from a 2004 T-truck 4x4
And Yes I use the S & T truck 4.3L converter for a mild stall all the time, The full sized truck has a 1400-1600 stall, the S & T is a 2000 stall from the factory.
Same as using a Trailblazer 4.2L that has a 1800-2000 factory stall. it works very well in an LS with a mild cam. My own S10 LS swap is using the 2200-2500 High stall version that CVC makes with that OE core. It stall's very nicely at about 2400 from a stop. I just can't got WOT from a stop without frying the tires..
TECH Junkie
Joined: Jun 2008
Posts: 3,194
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From: Nitro Alley
Duh!
I asked: "How is it attached"...
Because:
-1. The OP stated that the Transmission appears to be inoperable.
-2. there are 2 different ways to go about attaching the Engine and Transmission.
Option 1: Swap the Bell-Housing, Torque-Converter, Pump/ Stator Support Tube, and Input-Shaft/ Drum over to Gen-III/ IV SBC Components.
Option 2: Keep the Original Gen-I/ II SBC/ 90* V6 Components... and use some combination of Flex-Plate/ Spacer/ Custom Torque-Converter to attach the Mis-matched Engine and Transmission.
TECH Apprentice
Joined: Aug 2018
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The 4.3L transmission in full-sized trucks had a 298mm converter & used the bell-housing casting 24206579 until the 2001 model year. In 2001 they started using a 300mm converter & the bell-housing casting 24206975. That is the same as the LS bell-housing.
The S & T trucks kept the the Gen 1/2 set up through there production run.. The picture of the 4TAD transmission is from a 2004 T-truck 4x4
And Yes I use the S & T truck 4.3L converter for a mild stall all the time, The full sized truck has a 1400-1600 stall, the S & T is a 2000 stall from the factory.
Same as using a Trailblazer 4.2L that has a 1800-2000 factory stall. it works very well in an LS with a mild cam. My own S10 LS swap is using the 2200-2500 High stall version that CVC makes with that OE core. It stall's very nicely at about 2400 from a stop. I just can't got WOT from a stop without frying the tires..
The S & T trucks kept the the Gen 1/2 set up through there production run.. The picture of the 4TAD transmission is from a 2004 T-truck 4x4
And Yes I use the S & T truck 4.3L converter for a mild stall all the time, The full sized truck has a 1400-1600 stall, the S & T is a 2000 stall from the factory.
Same as using a Trailblazer 4.2L that has a 1800-2000 factory stall. it works very well in an LS with a mild cam. My own S10 LS swap is using the 2200-2500 High stall version that CVC makes with that OE core. It stall's very nicely at about 2400 from a stop. I just can't got WOT from a stop without frying the tires..
Maybe my truck was an oddball? I bought it from the original owner back in 2007 w/ like 87k from an older gentleman and it was bone stock. Truck is an 1999 LS trim ECSB 2wd with 3.42/G80. Here are some photos that I took. I didn't get any numbers off it though, but on the first photo you can see a "9___." 1999?
Just dragged out from under the truck
Top LS bellhousing bolt hole
Old worn out 4.3
Input shaft
Torque converter
TECH Enthusiast
Joined: Jan 2019
Posts: 677
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From: Roxana, IL
It's more likely my info is incorrect! Maybe it is the 4.3L in the vans or just the S/T vehicles and I'm confused.
My CVC converter catalog shows the 1999 up 4.3L use a BU45 converter. That converter is listed in the 300mm converter section. The 9CBD code in the picture is listed for a 1999 4.3L extended cab. It's clear that your unit is a LS bell-housing & a 300mm converter.
I stand corrected... LOL
My CVC converter catalog shows the 1999 up 4.3L use a BU45 converter. That converter is listed in the 300mm converter section. The 9CBD code in the picture is listed for a 1999 4.3L extended cab. It's clear that your unit is a LS bell-housing & a 300mm converter.
I stand corrected... LOL
Banned
Joined: May 2020
Posts: 252
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From: USA
Thank you for the information!
Maybe my truck was an oddball? I bought it from the original owner back in 2007 w/ like 87k from an older gentleman and it was bone stock. Truck is an 1999 LS trim ECSB 2wd with 3.42/G80. Here are some photos that I took. I didn't get any numbers off it though, but on the first photo you can see a "9___." 1999?
Maybe my truck was an oddball? I bought it from the original owner back in 2007 w/ like 87k from an older gentleman and it was bone stock. Truck is an 1999 LS trim ECSB 2wd with 3.42/G80. Here are some photos that I took. I didn't get any numbers off it though, but on the first photo you can see a "9___." 1999?
I didn't take a lot of pictures but here is the '03 with no top bolt.
I cleaned it up and resealed it, it has a 298mm converter but I have not pics of it.
TECH Apprentice
Joined: Aug 2018
Posts: 380
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Well, since we got sidetracked and talking LS bellhousing bolt hole, my other truck is a 2000 "OBS" K3500. I was curious if that transmission had the 12 o'clock bolt hole. I was trying to stick an inspection mirror and a boroscope behind the distributor, but I couldn't figure it out. 🤔 🧐 🤷
That transmission (4L80e on the K3500) has an annoying engine stall when I put in D or R when cold, even if I let it warm up to operation temperature. After driving it for a mile it's fine. I read some forums and it seems like a valve on the pump needs to changed to a Sonnax. I hardly ever drive it anymore to want me want to change it. Post #2: https://www.yellowbullet.com/threads...-gear.1472106/
The 99-00 were transition years on the full size trucks, so I suspect there's some weird stuff going on from the factory. Typical GM style. 😶
Sorry OP for getting off topic.
That transmission (4L80e on the K3500) has an annoying engine stall when I put in D or R when cold, even if I let it warm up to operation temperature. After driving it for a mile it's fine. I read some forums and it seems like a valve on the pump needs to changed to a Sonnax. I hardly ever drive it anymore to want me want to change it. Post #2: https://www.yellowbullet.com/threads...-gear.1472106/
The 99-00 were transition years on the full size trucks, so I suspect there's some weird stuff going on from the factory. Typical GM style. 😶
Sorry OP for getting off topic.
Banned
Joined: May 2020
Posts: 252
Likes: 84
From: USA
More about this mysterious 6 cyl transmission mentioned in the first post.
Not a V6
https://ls1tech.com/forums/automatic...la-ls1-v8.html
Not a V6
https://ls1tech.com/forums/automatic...la-ls1-v8.html
