The 4l60e in my ‘00 Z28 is starting to slip when shifting from first to second so it’s time to start looking at a “new” transmission. Mine only has 33k miles on it and it set for an unknown amount of time prior to me getting it. So I’m assuming the sitting was the catalyst. Since I’ve had it there was always a little “shift bump” going from 1st to 2nd but now it’s a full blown slip. Otherwise it shifts half decent. So far I’ve only talked to one trans shop and all I asked was how much does a typical 4l60e rebuild run just so I’d have a ballpark idea for a starting point. He said around $3,500 rebuilt and installed. Based on the price I’m assuming this is might be more of a “refresh,” but maybe not. I’m going to speak with him again to see what all is replaced for the $3,500’ish. I’m also going to ask about having the Transgo HD2 kit installed. The motor is stock and will likely remain that way so I don’t need super mega horsepower holding capacity. What usually craps out in a transmission when the sit? Does X item generally get replaced during a generic rebuild? I think I’ll ask him about using things Sonnax O-ring plugs etc to see what he says. The Performabuilt level I is $3,200. I might go that route depending on how much the local guy says about doing a better than stock rebuild. There are a ton of reman 4l60e’s out there and the price spread is all over the place. Just out of curiosity does anyone know who makes JEGS’s “Performance” 4l60e? Is it Performance Automatic? It’s about $1,800 and it’s rated up to 450 hp. There are only a few reviews and they are mixed. There are also a lot of transmission rebuild horror stories out there. Rebuild/replace, what a can of worms huh? The tq converter is a whole other can of worms. Yank and the likes are way out of my price range, and I don’t have any way to tune it for the higher stall if need be. I’d like a higher stall but it’s probably not in the cards. I didn’t mean for this to get so long. Since mine set for a long time, what should I ask the builder to replace, everything??

 

A good build is pretty expensive. Need 3-4 clutch leaks fixed, Pin bore leaks fixed and host of other mods and tricks . You can learn alot about various mods and updates in this thread https://ls1tech.com/forums/automatic...-everyone.html
Converters. You can do like a 2800 with no tune and it will work very well really wake the car up. Though with a tune you can do much more.

 

I don't think sitting was the problem. 19k miles on my stock 4L60E from 1998, sits a lot, shifts perfect. 44k miles on the TH350 in my '74, still the original factory assembly from 51 years ago and it sat for about 17 years straight at one point. Pretty low mileage on the built TH350 in my '71 as well, it's a ~30 year old build that doesn't have more than maybe ~25k miles on it. There is probably some other culprit in your case; perhaps abuse earlier in its life, an overlooked low fluid condition for an extended period, incorrect line pressure due to erroneous inputs, or maybe just a fluke. Sitting, by itself, is not a typical reason for an automatic transmission to fail.

 

You don’t think it’s possible that someting got “gummed up” in the valve body or something like that causing low pressure? The fluid looked pretty bad and the tail shaft seal was rotten and leaking. I bet it set outside neglected for a decade or more. It wasn’t a car someone was keeping as a collector. At any rate I’m going to need a new transmission here soon. I just need something that’ll hold up to cruiser duty but that might even be a crap shoot. I’ll keep y’all updated.

 

Have you checked out Frank's Custom Transmissions, he was the 1st person to replay to your thread? You will be hard pressed to find a better transmission anywhere and he is always on here helping people with their transmission problems. Seems to be a standup guy. I haven't checked out his pricing, but I am sure that he is in the ballpark. I don't know if you know this or not, but Frank was one of the top developers at Performabuilt. You would be doing yourself a disservice if buying a mail order trans and not checking him out.

 

Franks Custom Transmissions Build sheets and prices
Stage -1 up to 500 RWHP based on a 4000 lb car or truck
New Frictions
New steels
All seals
29 element input sprag
Heavy duty sunshell
Corvette servo
New borg pro series band
Resurfaced reverse input drum
7 friction 3-4 set with full thickness steels and custom made backing plate. Apply plate surfaced to be perfectly flat.
Custom shift kit with moderate firm shifts that are progressive
Full time overrun mod to protect sprag keeps overrun clutch on in all forward gears except actual 4th gear
Modified but not eliminated PWM circuit
AFL valve reemed and replaced if needed after testing
Custom 2-3 shift valve not sonnax for quicker upshifts on the 2-3
.500 boost valve set with PR set up for 200 psi max line based on factory tuning set up.
New wiring harness and shift solenoids
New factory style pan with removable drain plug heavy duty not cheap tin.
New bushings throughout
(dual bushings in rear sungear)
This unit is suitable for every day driver with light to moderate performance and heavy duty use comes with a 1 year no hassels warranty its simple you break it Ill fix it. just send it back.
PRICE = $2100 WHICH INCLUDES SHIPPING NO CORE REQUIRED TO ANY PLACE IN MAINLAND USA
Price is for 1993 TO 2006 4L60E YEAR FORWARD OF THAT PLEASE ASK FOR PRICE AS I HAVE TO CHECK PRICE AND CORE AVAILABILITY.
NO RETURN CORE REQUIRED
BIG NAME BUILD AT AFFORDABLE PRICES, DELIVERY TIMES VARY BUT CAN LET YOU KNOW AT TIME OF ORDER, ALL BUILT BY ME WITH 40 YEARS EXPEREINCE AND KNOW NOW.
-----------------------------------------------------------------------
STAGE 2 4L60E BUILD UP TO 750 RWHP BASED ON A 4000LB CAR
New Frictions
New steels
All seals
29 element input sprag
Beast sunshell
Corvette second servo
Billet Dual servo overdrive 4h
New wide band
New reverse input drum.
8 friction 3-4 set carbon alto with custom made thick backing plate. Apply plate surfaced to be perfectly flat with specially modified steel plates to aid in cooling
Custom shift kit with moderate firm shifts that are progressive to aggressive as throttle increases.
Full time overrun mod to protect sprag keeps overrun clutch on in all forward gears except actual 4th gear (Engine braking 1-2-3 gears even in OD position.
New valve body plate
Modified but not eliminated PWM circuit custom.
AFL valve reamed and replaced if needed after testing
Custom 2-3 shift valve not sonnax for quicker upshifts on the 2-3
.500 boost valve set with PR set up for 200 psi max line based on factory tuning set up. Can go as high as 230psi with tune change to 99 percent max
New wiring harness and shift solenoids
New factory style pan with removable drain plug heavy duty not cheap tin.
New bushings throughout
(dual bushings in rear sungear)
This unit is suitable for anything everyday driver to all out performance beaten on
PRICE = $2500 WHICH INCLUDES SHIPPING NO CORE REQUIRED TO ANY PLACE IN MAINLAND USA
Price is for 1993 TO 2006 4L60E YEARS FORWARD OF THAT PLEASE ASK FOR PRICE AS I HAVE TO CHECK PRICE AND CORE AVAILABILITY. 700R4 ALSO AVAIABLE IN THIS BUILD CALL OR MESSAGE FOR PRICE.
NO RETURN CORE REQUIRED
BIG NAME BUILD AT AFFORDABLE PRICES, DELIVERY TIMES VARY BUT CAN LET YOU KNOW AT TIME OF ORDER, ALL BUILT BY ME WITH 40 YEARS EXPEREINCE AND KNOW NOW.
----------------------------------------------------------------------
STAGE 3 4L60E BUILD UP TO 900 RWHP BASED ON A 4000LB CAR
New Frictions
New steels
All seals
29 element input sprag
Collared input drum re-enforcement
Sonnax smart shell
Fairbanks superior 2nd gear servo for maximum hold in 2nd and quickest apply to 3rd gear.
Billet Dual servo overdrive 4h
New wide band
New reverse input drum.
9 friction 3-4 set carbon alto with custom made thick backing plate. Apply plate surfaced to be perfectly flat with specially modified steel plates to aid in cooling
Custom shift kit with moderate firm shifts that are progressive to aggressive as throttle increases. This build is more aggressive than the lower ones.
Full time overrun mod to protect sprag keeps overrun clutch on in all forward gears except actual 4th gear (Engine braking 1-2-3 gears even in OD position.
New valve body plate
Modified but not eliminated PWM circuit custom.
AFL valve reamed and replaced if needed after testing
Custom 2-3 shift valve not sonnax for quicker upshifts on the 2-3
5 pinion GM ONLY planets
.500 boost valve set with PR set up for 200 psi max line based on factory tuning set up. Can go as high as 230psi with tune change to 99 percent max
New wiring harness and shift solenoids
New factory style pan with removable drain plug heavy duty not cheap tin.
New bushings throughout
(dual bushings in rear sungear)
This unit is suitable for anything everyday driver to all out performance beaten on
PRICE = $3500 WHICH INCLUDES SHIPPING NO CORE REQUIRED TO ANY PLACE IN MAINLAND USA
Price is for 1993 TO 2006 4L60E YEARS FORWARD OF THAT PLEASE ASK FOR PRICE AS I HAVE TO CHECK PRICE AND CORE AVAILABILITY. 700R4 ALSO AVAILABLE IN THIS BUILD CALL OR MESSAGE FOR PRICE.
NO RETURN CORE REQUIRED
BIG NAME BUILD AT AFFORDABLE PRICES, DELIVERY TIMES VARY BUT CAN LET YOU KNOW AT TIME OF ORDER, ALL BUILT BY ME WITH 40 YEARS EXPERIENCE AND KNOW NOW.
-----------------------------------------------------------------------
STAGE MAX 4L60E BUILD UP TO 1000 PLUS RWHP
New Frictions
New steels
seals
29 element input sprag
Sonnax smart drum
Sonnax smart shell
Fairbanks superior 2nd gear servo for maximum hold in 2nd and quickest apply to 3rd gear.
Billet Dual servo overdrive 4h
New wide band
New reverse input drum.
10 friction 3-4 set GPZ. Apply plate surfaced to be perfectly flat with specially modified steel plates to aid in cooling
Custom shift kit with moderate firm shifts that are progressive to aggressive as throttle increases. This build is more aggressive than the lower ones.
Full time overrun mod to protect sprag keeps overrun clutch on in all forward gears except actual 4th gear (Engine braking 1-2-3 gears even in OD position.
Low reverse clutch mod turns on the low reverse clutch in first gear to protect and massively increase low roller holding on extreme power launches D3 position only.
New valve body plate
Modified but not eliminated PWM circuit custom.
AFL valve reamed and replaced if needed after testing
Custom 2-3 shift valve not sonnax for quicker upshifts on the 2-3
5 pinion GM ONLY planet rear
Sonnax 2.84 6 pinion front planet for better ratio spread 1-2
Billet input and output shafts
.500 boost valve set with PR set up for 200 psi max line based on factory tuning set up. Can go as high as 230psi with tune change to 99 percent max
New wiring harness and shift solenoids
New factory style pan with removable drain plug heavy duty not cheap tin.
New bushings throughout
(dual bushings in rear sungear)
This unit is built to take whatever its aggressive and no hole barred
PRICE = $6200 WHICH INCLUDES SHIPPING NO CORE REQUIRED TO ANY PLACE IN MAINLAND USA
Price is for 1993 TO 2006 4L60E YEARS FORWARD OF THAT PLEASE ASK FOR PRICE AS I HAVE TO CHECK PRICE AND CORE AVAILABILITY. 700R4 ALSO AVAIABLE IN THIS BUILD CALL OR MESSAGE FOR PRICE.
Note this unit will only be built into the bolt on bell style case as I do not feel the older cases bells housing as up to its power rating.
NO RETURN CORE REQUIRED
BIG NAME BUILD AT AFFORDABLE PRICES, DELIVERY TIMES VARY BUT CAN LET YOU KNOW AT TIME OF ORDER, ALL BUILT BY ME WITH 40 YEARS EXPEREINCE AND KNOW NOW.
Note this build requires a number of specialty parts and delivery times are unpredictable if you order this please be prepared to be patient .
Notes none come with a bell or tail housing unless bell made on to case with the exception of the STAGE MAX it comes with both in the LT-1 298MM input shaft configuration however tail will not be camaro or firebird type as torque are should be relocated for this power level unit,
Bell and tail housing for others are available at additional cost and separate shipping.

 

+1 for Franks Transmission

I have a stage 3 built by him ready on the shelf for when the 2-3 finally grenades. Thanks again Frank!

 

I have not but I will. Thanks

 

Who makes a decent OEM replacement torque converter? I’m leery of the OEM replacement remans (what if it turns out to be a 1500 rpm stall truck converter. Or even worse, it breaks and ruins the transmission as well). Is there a go-to that’s for a stock stall that’s not a $1k custom piece? There are a few people selling re-stalled VCJX converters but those are scarier than then remans as far as, “what if it breaks” goes. The lowest stall Protorque listed was a 2800-3k rpm 10” and it was $800. I emailed them to see if they had or could make a lower stalled TC for the LSx variety. They list lower stalls (12”) for the older 4l60e and the pricing is weird. The 1,800-2,100 stall is over $1,487 and 2,200-2,400 is $500. If they would build me a stock or stock’ish stall in the $500 range I might would go that route. Are there any other recommendations out there that aren’t $1k?

 

I have not had a failure with the reman converters that WIT, (Whatever It Takes Transmissions) sell.

 

these guys? Whatever it takes

 

ProTorque emailed back and said that they don’t make a stock stall for the LS based motors.

 

I have a Yank SS3600 stall, in the city (and freeway) it acts/drives like the OEM stall. At a red light, take foot off brake and it'll creep forward just like OEM. Actions were same irregardless of if I was running 3.23s' or 4.56s'. A stock LS1 leaves too much 'on the table' with a stock type stall.

 

I can’t afford a $1k torque converter. Nor can I afford a tune for a high stall. I’m trying to stay around $4k or so for a transmission, converter, and labor. A Yank and a tune will put me over $6k I imagine. The motor is stock, it’ll never see the track, and stop light to stop light is what it’ll see the most.

 

Yes, that's the place. Don't over think it most stock rebuilder converters are good. I have even used a few from Auto Zone for a 6 speed Ford. Dayton and Precision are also reputable companies.

 

I don't think I could stomach going with a stock stall speed for ~$500 if I could get a top shelf, optimized converter (Yank, etc.) for about ~$500 more. I'd hate to spend ~$4k on the whole deal and be right back where I was in terms of performance, especially when labor will be the same either way, when for just a little more the car could be SO much more enjoyable to drive. Folks think of this (a higher stall) as some sort of "race car" need, but it's shocking how much more fun it makes the car to drive on the street...shocking.

With that in mind, I drove around my 2000 WS6 for quite some time with a Yank 3500 and a stock tune. The only issue was a little bit of idle surge when idling in gear (due to the engine being "unloaded" by the lighter, higher stall converter) until the PCM did a bit of relearning. After a couple hundred miles, the surge was all but gone, and the car drove just fine on the stock tune.

Will a tune be needed for "optimal" performance and best-imaginable driveability? Yes. But is it required in this application? No. I do seem to recall that the 2001+ cars were more sensitive to a higher stall speed with the stock tune (such as anything in the 3500+ rpm range), but the '98 and '99-'00 PCMs are more forgiving.

 

A stock reman converter should be in the $200 range. If money allows you will not regret buying a quality 3500 to 4000 stall converter. There is a night and day difference between the high-end converters and your cheapo TCI/B&M $400 or $500 converters. Money is money and if you don't have it, you don't have it. I would buy a stock reman or a high-end converter, I wouldn't waste my money on anything in between.

 

if you are going with a stock converter, it is my understanding the 4.2 liter converter yields the highest stall in stock .

 

Yeah, and I ain’t got it. I was looking for a Daaco brand OEM converter but so far the only brand that I’ve found offering them is called TC Remanufacturing, and their reviews are hit or miss. They run a little under $300 with the core charge included.
Yeah I think they’re 11” and the code for them is VCJX. I believe a lot of the performance aftermarket builders use those cores for their 278mm TC’s. There’s a place called Total Transmissions Chicago that has them for around $400 and they get decent reviews. Offered in 2200-2400 and 2400-2800 stalls I think.

 

Does anyone have any expirence with a Circle D 300mm? I’m thinking about the 3k-3,200. Do y’all think it would be good, bad, or ugly, with an otherwise stock LS1?300mm Circle D