LM7 to 700r4
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Teching In
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LM7 to 700r4 Hey guys. I am dropping my trusty old cam swapped LM7 from a 2wd truck into my 4wd K5 Blazer and for that reason would like to keep the existing transmission and transfercase where it is. I have two questions.
First, can I use the 4L60E torque converter on the 700r4? I would like to make use of it as it’s a low mile 3200 stall from Circle D. If so will the adapter be needed?
Second, I am considering a manual valve body as it eliminates the need for the TV cable. Is this correct? Does the TV cable hole just get plugged off?
First, can I use the 4L60E torque converter on the 700r4? I would like to make use of it as it’s a low mile 3200 stall from Circle D. If so will the adapter be needed?
Second, I am considering a manual valve body as it eliminates the need for the TV cable. Is this correct? Does the TV cable hole just get plugged off?
Converter:
There are two sizes for all the V8 4L60E variants
Early 1pc case 4L60E and C5 corvette 4L60E's all use the same converter as 700R4, direct interchange
Remember these have the small bolt pattern, so if using a factory LS 60E/80E flexplate, the holes need to be slotted slightly
Later 2pc case 4L60E converters do not interchange with the 700R4. The trans input shaft tip and pump are slightly different
Adapter:
Yes, the 700R4 falls into the classic style trans adapter and needs something to catch the converter stub. Your choice of 80E flange or the ring insert
Either a modified LS flexplate or an aftermarket conversion style
Valve body:
Can't comment
Opinion:
Just get a LS 4L60E. They're absurdly common and t-case adapters easy to come by from a multitude of vendors. Yes, a rebuild is a decent expense, but much better than a hodge-podge original that's just as worn out
There are two sizes for all the V8 4L60E variants
Early 1pc case 4L60E and C5 corvette 4L60E's all use the same converter as 700R4, direct interchange
Remember these have the small bolt pattern, so if using a factory LS 60E/80E flexplate, the holes need to be slotted slightly
Later 2pc case 4L60E converters do not interchange with the 700R4. The trans input shaft tip and pump are slightly different
Adapter:
Yes, the 700R4 falls into the classic style trans adapter and needs something to catch the converter stub. Your choice of 80E flange or the ring insert
Either a modified LS flexplate or an aftermarket conversion style
Valve body:
Can't comment
Opinion:
Just get a LS 4L60E. They're absurdly common and t-case adapters easy to come by from a multitude of vendors. Yes, a rebuild is a decent expense, but much better than a hodge-podge original that's just as worn out
Thread Starter
Teching In
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Converter:
There are two sizes for all the V8 4L60E variants
Early 1pc case 4L60E and C5 corvette 4L60E's all use the same converter as 700R4, direct interchange
Remember these have the small bolt pattern, so if using a factory LS 60E/80E flexplate, the holes need to be slotted slightly
Later 2pc case 4L60E converters do not interchange with the 700R4. The trans input shaft tip and pump are slightly different
There are two sizes for all the V8 4L60E variants
Early 1pc case 4L60E and C5 corvette 4L60E's all use the same converter as 700R4, direct interchange
Remember these have the small bolt pattern, so if using a factory LS 60E/80E flexplate, the holes need to be slotted slightly
Later 2pc case 4L60E converters do not interchange with the 700R4. The trans input shaft tip and pump are slightly different
IF the 4L60 torque converter will fit in my 700r4, can I just wire up lockup as normal? Was going to use the TCI kit or similar.
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Ok I’ll have a look tonight. Pretty sure I remember the bell being non removable but it’s been a while. Is the 4L60E torque converter designed to lock up, if I wire it to?
Thread Starter
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So the transmission is in fact 2 pc. Removable bell housing. So that means my low miles 3200 stall will not work in the 700r4. Oh well… Thanks for the help
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I would use the newer model 4L60E and an adapter to the Transfer Case, you'll need the 4L60E built to 4wd setup so good time to freshen it up and do some upgrades. Then you don't have to worry about the electronics not working, and avoid having to go with a Manual Valve Body. Get Slider Engine Mounts and put the Engine & Transmission exactly where you want it. Yes, you need the Brake Pedal Switch on any Electronic Lockup Automatic Transmission.
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Verdad Gallardo Thread Starter
Teching In
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I would use the newer model 4L60E and an adapter to the Transfer Case, you'll need the 4L60E built to 4wd setup so good time to freshen it up and do some upgrades. Then you don't have to worry about the electronics not working, and avoid having to go with a Manual Valve Body. Get Slider Engine Mounts and put the Engine & Transmission exactly where you want it. Yes, you need the Brake Pedal Switch on any Electronic Lockup Automatic Transmission.
I literally told you how to keep the Transfer Case in the same position to where you don't have to change any Driveshafts.
You can look up the rest to where you get it since what I'm typing clearly isn't understood for some reason.
You can look up the rest to where you get it since what I'm typing clearly isn't understood for some reason.
I have to agree with the Merv on this one. His advice is sound...but like you said above, your probably not going to follow it.
If that 700 is really "newly rebuilt" sell it to some knothead that's wanting to overdrive his carbed square body 350. Use the money to put towards the 4L60E you really need.
Exactly, wants the benefit of new style EFI and all the electronics atleast install it to where it's all there working as designed, because it does work.
As far as the speedo, the 1990/91 K5 came with an electronic Speedometer. It wasn't cable driven. Early 4L60 stuff. Most people aren't aware of that one so I'll leave that little tidbit here. Where the VSS needs to go on back of the Transmission is the question at this point but once that is figured out you can run the Speedo signal wire off the PCM to the Speedometer and have it working. I know this because I have the electronics of that Speedometer in my 1984 MCSS working as I just explained above to make my factory gauges work. The MCSS Speedo faceplate is the same bolt pattern.
As far as the speedo, the 1990/91 K5 came with an electronic Speedometer. It wasn't cable driven. Early 4L60 stuff. Most people aren't aware of that one so I'll leave that little tidbit here. Where the VSS needs to go on back of the Transmission is the question at this point but once that is figured out you can run the Speedo signal wire off the PCM to the Speedometer and have it working. I know this because I have the electronics of that Speedometer in my 1984 MCSS working as I just explained above to make my factory gauges work. The MCSS Speedo faceplate is the same bolt pattern.
Again he's right. Also the Suburbans and V-R 3500's used the electronic speedometer head.
(I've done at least three square body ls/4l60e swaps and used these speedo heads with no problems.)
TECH Apprentice
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Run the 4L60e. Everything will work on the electronics/ECU side. It will bolt up to your transfer case no issues there.
I'm pretty sure the 700R4 is a weaker transmission than the LS-based 4L60e if it was rebuilt as a stock unit.
I'm pretty sure the 700R4 is a weaker transmission than the LS-based 4L60e if it was rebuilt as a stock unit.
Thread Starter
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WOW!!! Hey merv, the thread is LITERALLY titled LM7 to 700r4!! Unsubscribed…
The wonderful thing about this forum is people take the time to give you logical sound advice from experience, which is a dwindling thing nowadays. You want to make something a multitude more difficult, that's on you just be aware of that. You're the one wanting to make it that way we are telling you how to get what you want done easier, with some information I guarantee you didn't know.
Be thankful we even chimed in..
As it was said you won't listen to the easier way so carry on with difficulty.
Be thankful we even chimed in..
As it was said you won't listen to the easier way so carry on with difficulty.
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From: Central Cal.
The 700R4 is an inferior tranny for this application. We all know the title. We all are trying to tell you a better way out for you.
But you're too hard-headed to listen to anyone here. That's totally on you.
I'll even throw this in here to push it over the edge..
1996-1997 4L60E is identical function to all Gen III LS 4L60E Transmissions, and the LS PCM controls them with no issues. I've tuned several trucks of them years with 5.3l or 6.0l swaps that kept the factory 4L60E in them because it's an OBDII Transmission. I knew the guys who did the swaps and told them to keep the factory 1996/97 4L60E in there and it worked fine.
Another good thing about those two years is they are the old case design identical to the 700R4 so the Transfer Case will bolt right up with no adapter needed, and as mentioned the 700R4 Convertor works too. 5.3l Flexplate, slotted holes, with the factory 4L80E Spacer on the back of it to seat the Convertor Snout. Easy peasy.
Holy **** look at all that info from experience.
This is where you can remove your head from it's rectal insertion point and learn what I just explained above. Literally just built what you're trying to do.
People like you are why some of us stop helping out with hidden gems of info, so appreciate it because when you're in the garage scratching your head on how to make it all work we're driving what we've built.
Over the years I've come in with an idea and guys gave me outside the box advice that worked better from what I was trying to do. Take it.
1996-1997 4L60E is identical function to all Gen III LS 4L60E Transmissions, and the LS PCM controls them with no issues. I've tuned several trucks of them years with 5.3l or 6.0l swaps that kept the factory 4L60E in them because it's an OBDII Transmission. I knew the guys who did the swaps and told them to keep the factory 1996/97 4L60E in there and it worked fine.
Another good thing about those two years is they are the old case design identical to the 700R4 so the Transfer Case will bolt right up with no adapter needed, and as mentioned the 700R4 Convertor works too. 5.3l Flexplate, slotted holes, with the factory 4L80E Spacer on the back of it to seat the Convertor Snout. Easy peasy.
Holy **** look at all that info from experience.
People like you are why some of us stop helping out with hidden gems of info, so appreciate it because when you're in the garage scratching your head on how to make it all work we're driving what we've built.
Over the years I've come in with an idea and guys gave me outside the box advice that worked better from what I was trying to do. Take it.
Last edited by the_merv; Dec 3, 2024 at 07:52 AM.