However, the converter pilot hub comes up short by that same distance. The traditional Gen I small- and big-block Chevy crankshaft arrangement extends the crankshaft flange 0. This outline should cover most of the more popular swap combinations, although there are probably a few that we have missed. In 1996, a bolt-on was phased in along with a six-bolt tailhousing for S-10 Trucks and S-10 Blazers and beginning in 1998 for all other applications. Will not interchange with any other year. To accommodate an older transmission where the crankshaft flange is extended, Chevrolet created a 0. Although i think i am capable of the job i dont need the headaches resulting from it.
Deeper bell , Larger converter, Different input shaft and pump stator. To start viewing messages, select the forum that you want to visit from the selection below. Also something about the adapter from the transmission to transfer case i have been told is different. But armed with the information in this story, these details should offer some guideposts for what to look for in terms of bellhousing depths, crankshaft bolt patterns, and torque converter differences. Is the computer different or something? The second is a 4kcd a 2004 4x4. Thank you very much for you time and suggestions.
Designed for configurations, the series includes 4 forward gears and 1 reverse gear. Ok I have a 2001 S10 blazer 4wd and I need a Automatic Trans 4l60e Now I have looked at Car-part. The two transmissions are differentiated quickly by the 6 or 7 bolt bell housings. I figured since I have this 2000 4L60E in my shed I can just rebuild it so it would work in my 94. Long story, got a trans with an odd shift sometimes, that works fine mostly, out of a 2001 5. It can also accommodate variable valve timing. So, with a whole day of testing and tuning.
And if your going to do that, me personally I'd just have mine rebuilt. I'll get pictures as soon as I can. I'm not a trans guy by any means. Cylinder dimensions are now 4. And to answer your second? I was even able to keep the stock driveshaft, only doing a yoke swap for the bigger 4L80E output shaft. Basically you have two options. Chris - sorry to be annoying - but figured since you said you been down the route of tearing them apart, do you recall the differences in the cases? Or if you could tell me what transmissions 4L60e models i can interchange with.
Yeh, when it's in a Camaro, Firebird or Corvette. Many of the stand-alone controllers will indicate speed, but this requires using their display. There is an exception to the above information. A replacement transmission was purchased from a auto salvage yard. If only the solenoid is changed, it will result in a 3-2 downshift cut loose.
None of the '93 -'97 4L60E's are directly interchangeable, except '93 and '94 and '96 and '97!!! Shifted through all gears no problem. There has got be more to this story. From what I researched the trucks have a longer output shaft for the transfer case correct? Not sure if that was my case, but it looks promising. Now then on my 2wd it was basically a direct swap aside from the cooler lines and having to change my exhaust a little. This is what I was just doing my homework on. The big issues become forced 3-2 downshifts, and converter lock up issues and burnt lock up clutches. Thanks Carl here in the next few months ill probably be putting a 2000 s10 trans into my 1996 blazer.
Now this is where the problem begins. So no real loss there otherwise. Are there parts that I can swap from my old trans to make the older years work? The E is for electronic I believe. Displacement is the same as the 6. Something like has a 6-bolt to a 5 bolt pattern or something like that. Can anyone tell me if it'll work? They also have different input shafts and torque converters.
Truck engines such as the 4. Have a question we have a 99 4x4 Suburban with a 5. If not, I would check the valve body, servos, and solenoids next. The 3 pieces are the bellhousing, the main case, and the tailhousing, all 3 are made from cast aluminum alloy. I thought it had a spot in the bottom but from searching online it appears they are the same? I'm speculating it may be because the truck I have is a 2500 6 lug. I'm not sure on the cross member but I would imagine the holes are all there and you would just need to slide it back.
Find a 168-tooth flexplate that offers both the large and small torque converter patterns. There are several companies, such as ShiftWorks, that offer a cast aluminum tailshaft housing that will drive the original speedometer cable. I dont care about changing bellhousing or some sensors. This ia a brown wire on 95's. I would think you could swap the shafts around to get it to work correctly. However, the electrical connector is different.
I had it dialed in perfect. Told me the year difference was not doable either but it is in and running like a top. They did, then the converter wouldn't bolt up to the flex plate. The 3-2 control valve was changed to the second design valve. Even though the valve bodies changed, that does not mean the transmissions will not work, you just can not change internal parts between the two transmissions. Now the transmission wont engage any gear. The larger pattern can then be slightly elongated inboard to adapt to the 11.