StolenFox

I apologize if this is not the appropriate section for this question but here goes: I think I'm going to have to give up on getting a T56 for my project (too darn expensive) and am considering a 4L60e. Is it true that I can use one out of a Trailblazer by switching the bell housing? They are plenty of them in the local upull it yards. Are any years more or less desirable? I'm running gen III electronics (03 Yukon) so i need a compatible trans. I've also read that the Trailblazer converter stalls higher when used with a V8, is that correct?

Thanks for any "Auto" education you all can provide!

S.F.

jetlag

iTrader: (32)

Hope you don't mind me adding in with another question StolenFox.

Is the Range/PRNDL switch needed? It seems most standalone harness websites don't even show it.

StolenFox

Bump!

Mappinsj

In my 6MT car I have no switch going to my shifter and it works
(It is 4l60 swapped)

StolenFox

Bump for 4L60E help.

leftlanetruckin

Not sure what your question is.....
If the Trans is from a SBC architecture vehicle, it will work but will be missing a mounting hole IIRC.
You will also need a spacer to go between the crank and torque converter. I have the same setup, 4L60E from an early rig, bolted to my LQ4. The flywheel I use came with a spacer for this reason.
Think this is what you'll need
http://www.summitracing.com/parts/su...make/chevrolet

As far as a PRND switch goes, I just have what is internal to the trans, and nothing else. I made an adapter to use the Range Rover XYZ switch, but that is nothing to do with the 4L60.
Hope this helps

Martin

StolenFox

The question was one of strength. After changing the bellhousing to LS Spec, a 4L60E from a Trailblazer with the inline 6 cyl engine can be bolted to my 6.0L but can it handle the torque? More specifically, are there differences in the hard parts (drum, band, sun she'll, servo, shafts, etc) that make the I-6 a weaker unit from the start? I understand that any Automatic can be strengthened with the correct parts, I am asking about the capabilities of the base unit itself.

S.F.

Cyrperformance

iTrader: (1)

4l60e came from the factory behind the LQ9 which is around 345hp and 389ft lbs of torque. If it is not beat to hell it will be a good trans in stock form. If you decide to throw some power into it start looking at a good build for it. If you want to avoid future problems due to power upgrades you may do down the line go with a 4l80e or 4L85E. They came behind quite a few vehicles with LS and can be had from $500-$1000 out of a bone yard.

leftlanetruckin

Ahhhhh OK, got ye.
I would try for a V8 one if possible. I have "heard" there are differences in the 6 cylinder and 8 cylinder models of the 700R4 and 4L60E. I couldn't tell you 100% though.
I would guess, if you drive it right, either one will last fine.

Martin

tfi racing

iTrader: (2)

Pages of info in the automatic trans section of this forum and a couple of resident experts there as well.The 2000-2004 4L60E's have all pretty much the same internals,the 4L65/70E
have upgraded clutches and a few other tweaks,the V6 units will do just fine behind a V8.

StolenFox

Alright, that clears up the 6 vs 8 question. How about production year differences? A friend of mine has a 4L60E out of a 2007 Silverado that is a builder that I can get reasonably. Will a trans that "new" that was controlled with a gen 4 PCM work with gen 3 (2003 Yukon) electronics?

S.F.

tfi racing

iTrader: (2)

As I pointed out,all kinds of 4L60E answers just a page away...

https://ls1tech.com/forums/automatic...een-years.html

Project GatTagO

iTrader: (7)

I had a 2002 Trailblazer and the trans went at 76K miles. Those engineers are really good at making stuff last just over the warranty.

I would get a LS 4L60...better yet a 4L65....better yet, a 4L70...but I am not sure that it was offered in 2 wheel drive.

Andrew