There is an adapter plate out there that bolts to the block and the trans bolts to the plate. Comes with some washers and torque converter bolts to properly locate the torque converter on the input shaft. I used one on a 700r4 behind a Pontiac 400.
keep in mind that the 4l60E may not be the best option for a swap. 1. You would need a controller to run the 4L60E, compared to the 7004R or 2004R which no not need any electronics. 2. As said above you would need an adapter 3. the 4L60E is not going to handle the 455 torque unless it is modified...
I know he said 4L60 however I am 99% sure he is talking about the 4L60E... Not many people talk about the 4L60, as you said it is just a revised 7004R. The only reason they re-named it is because it was the only 7004R with all the problems fixed.... I have a nice freshly rebuilt 4L60 in my truck. :TU:
GM/Hydramatic renamed all there trans for uniformity. 4L60= 4 forward gears, mounted longitudinally. Can't remember if the last two were 60mm pump or converter or something else. Front wheel drives were similar; 4T40= 4 forward speeds, mounted transversely....... E= electronically controlled.
4l60 is the same thing as a 700r4 except the tailshaft has a different amount of bolts then ofcourse 4l60e is the electronic version..
I am talkeing about the 4L60 it is what used to be the 700R4 only is a HD version of it , Need to try and find out if it will handle the HP and torque. it is not the 4L60E
The 4l60 is the same trans as the 700r4. Not a beefed up version or some fancy edition. The name change happened to coincide with the later versions which were a bit stronger than the earlier ones, which is where the confusion comes in. Basically though it's the same trans just a different name. The e version is the same trans but computer controlled. And no it won't hold up to a big block in stock form. Even maxed out it's iffy bolted to a high powered small block. A built up big block is way beyond anything that trans could ever handle. I'm actually in the process of nursing along a blown one, which makes me 3 for 3 when it comes to blowing them up, and those were all bolted to chevy engines under 350ci.
No the 4L60 will not handle much torque. :Smarty: Have a quality built 2004R trans built, it is a better trans in my opinion and it is an easier swap compared the 4L60 or 7004R. BTW The 4L60 is a better trans than the older 700R4, the old versions were terrible. They did improve things over the years and the 4L60 was the final result of the changes.
Actually it will..I've got a 1991 700R4 bolted up to this motor. Been there a couple of years now and Had zero issues out of it. This 455 motor is way beyond stock.
I'm a firm believer that the late 80's 700r4 are stronger than the later ones. I've had 700's in late 80's fullsize trucks that were plenty strong. The versions found in the mid-late 90's I've blown up behind vortec 4.3 motors. I think the materials put inside just got crappier as the years went on. Plus they became tuned to the car which causes alot of issue when swapped or when more power is made. In a heavy vehicle or a vehicle with over 400 horses most builders wont provide any sort of warantee on the 4l60. If you put a lot of mileage on it than it's just not going to last. I know a few guys that say those are the best trans and they also have at least one spare in their garage as a backup. I'd recommend a 2004r properly built if you need to go with a 4 speed auto. Otherwise you can drop big bucks and go with a 4l80 This link has a list of things to look at and upgrade in a 4l60e. Just ignore the electronic bits and you'll see how to beef up the 4l60 http://www.impalassforum.com/vBulletin/showthread.php?t=234558
I also think the 88-90 700R4 and 4L60 are stronger than the 92+ 4L60E, it was the early 80s 7004R that was bad. The 4L60E is a terrible trans.
I have actually been tooling on a 700R4 conversion this week. If the 4L60 is indeed the same as the 700R4, you will need the BOP adapter plate from JEGS, a flex plate that has dual TQ converter holes (you need to use TH350 holes), and you will need to move/drill the crossmember. You will lose 1st and 2nd on the shifter column (I think, I haven't gotten that far yet) and you will need to shorten your driveshaft. Oh, also a transmission mount, and spacers or a modified TQ converter in order to space the TQ converter away from the flex plate correctly while engaging the pump on the tranny. I have seen versions of the 700R4 that have been built/advertised to handle up to 650 HP. So, they can be made into solid transmissions. I have no clue concerning the 4L60 though.
The TrailblazerSS guys have had success strengthening their 4L70e's ... which is just a beefier 4L60e, so there are stong parts available. ... personally, I Can't Wait ! until they crack the 6L80e's code and come out with a stand-alone controller.
Yes you have to use a adapter plate to bolt it up to a BOP motor. In post #4 of this thread I go over what's needed to install a 700: http://www.v8buick.com/showthread.p...my-71-lemans&p=1934104&highlight=#post1934104 I see the adapter plate brought up as a negative a lot but IMO that was about the easiest part of the install. Took all of 5-10 minutes to install. I got it at Summit. Here's a pic of the adapter plate:
The 4L60 IS a 700R4. Our stock flex plates have needed bolt holes for a 700. Nope I have 1st and 2nd gears on my console and column shifted cars with 700's. The needed spacers come with the adapter plate. I bought the adapter plate from Summit for $59 which is better than the Jegs price--> http://www.summitracing.com/parts/TCI-230001/
Sweet. Thanks for the information on the shifter. That's really good to know. The BOP plate I received also went on with no trouble and a rubber mallet in about 5 minutes. I was impressed with the tolerances of the machining. Although, it didn't come with any spacers. I still have to take a swag at mating the TQ converter when it stops raining. Maybe tomorrow. How much did you have taken off of your driveshaft when you did the conversion?
