The bolt pattern for the converter will bolt to any 700 / 4L60 converter for V8's. 3 piece 4L60/65E trannys use different converter bolt pattern( bell housing unbolts)


The V8 style 4L60 and 700 are the same. the converters are the same , the flex plates bolt pattern for converter are the same. All bolts are still metric. 700 trannys have always been fully metric.
there are minor differences in 700r4 & 4L60's, but they all interchange parts. Later design parts are better. Some valve bodies & separator plates do not inter change from late to early design
700r4 name was changed to 4L60 when GM updated several areas of the trannys. Parts are basically the same.
GM updated listing names on the trannys ; 4L80E , 4T65E , etc.
4L60E & 65E are different in several areas from the non "E" units.
The 3 piece 4L60E tranny case design is different again. Different pump stator , converter design is different.




I have done some research even though you probably will not believe it:flipoff2: It helps with my father specializing in tranny's

 

Rain man of trannys

Make sure you have the correct flexplate for the engine. The bolt pattern for the converter will bolt to any 700 / 4L60 converter for V8's. 3 piece 4L60/65E trannys use different converter bolt pattern( bell housing unbolts)


the V8 style 4L60 and 700 are the same. the converters are the same , the flex plates bolt pattern for converter are the same. All bolts are still metric. 700 trannys have always been fully metric.

there are minor differences in 700r4 & 4L60's, but they all interchange parts. Later design parts are better. Some valve bodies & separator plates do not inter change from late to early design

700r4 name was changed to 4L60 when GM updated several areas of the trannys. Parts are basically the same.

GM updated listing names on the trannys ; 4L80E , 4T65E , etc.

4L60E & 65E are different in several areas from the non "E" units.

The 3 piece 4L60E tranny case design is different again. Different pump stator , converter design is different.

Early 700 pumps and stator parts must be watched for mis-match. You will have little or no pressure with mismatched parts of early pump / stator designs.


I have done some research even though you probably will not believe it:flipoff2: It helps with my father specializing in tranny's

 

Is there a benefit to run an electric tranny over a non like the 700r4. Kind of think simplicity might be betterof the 700 might be better or would I be able to adjust shifts, etc.

 

Kurt, a I understand it; on the 4L60e you'd need a standalone tranny controler or you could make the LSx computer control the shifts if you wanted it to shift on it's own. You would need to re-flash the ecm with somthing like HP Tuners or EFI Live every time you wanted to adjust shift points. Or if you wanted simple, just slap a MVB in it and be done. Hope this helps.

 

I just put in a 4L65E and i couldn't be more pleased. Shifts are smooth. Howell wired me in 4 switches into my harness as follows.
-manual mode/ converts it to a full manual valve body
-4wd/ its a stock option but i noticed very little difference with the shifts when its engaged
-HP mode/ High Performance mode raises all shift points at 0-50% throttle
-Lockup/ Locks torque converter manually

Other info
- newer 4L60E had a 2 piece bellhousing design, super strong with 6 bolts to adapter vs 4 in previous years
- 4L65 has more planetaries to support main shaft
-AA offers 300m output shaft with 4spd atlas adapter:smokin:

In my mind the EARLY 4L60e is only a bit better than a 700R4 if at all. When you get into 2000 and up trany's you have a much stronger case and better internals. YOU MUST RUN A GOOD TORQUE CONVERTER WITH A 4L60/65E!

 

Yep, you should run a carbon clutch converter for any of the units that are pulse width modulated.

 

Any more info on this? Just curious?

 

Another benefit is that 700R4's can do this.... Camo's tranny

 

Big deal, I've seen th400's that weren't MOUNTED PROPERLY do the same thing. That was not a torque failure, it was a jumping onto a boulder and collapsing a supporting tube failure.

 

The only benefit worth mentioning is the single ability to control your shift points with a computer. If you dont like where or how it's shifting, plug the computer in, make the changes and reflash it.

main difference between 60/65/70 is 4 pinion planetaries in 60, 5 pinion planetaries in 65 and 5 pinion planetaries and upgraded main shafts in the 70.

It'll take $1k in hard parts to make either trans hold up to 400+hp but they are doing ok in 4500lb SUV's with over 600hp so it can be done.

 

you can change the shift points on a 700r with TV adjustments, and governor mods too

 

Whats it going into, what are the plans for it as well?

If your go with a 7004r and the LS1 is DBW and don't have a manual VB the TV cable won't work with the DBW throttlebody.

The good thing about the 4l60 is its tune-ability via the PCM as 95Geo mentioned. Now if you go with the 4l60 you need a VSS to make it shift.

A stock 700 or 60/65 won't last long if beating on it with 450+ HP. A TH400 or 4l80e will take alot of power! I have seen a stock 4l85 take 1000 HP turbo motor with as little as a shift kit.

Now yoou can get custom built 4l60 that will handle power via companies such as Finsh Line Trans.

Red this as well.
http://www.pirate4x4.com/forum/showpost.php?p=11065304&postcount=1

 

Whats it going into, what are the plans for it as well?

KOH/Ultra 4 car

 

I run a 4l80e in my buggy that weights in around 4k. It has a fmvb and thats it and love it. No problems whats so ever with it during koh this year ran a 700 before it and had 1 rebuild a year on it. I will not run anything other than a 4l80e from now on unless a stronger stock trans comes out.

 

x2

 

****ing POS detent cable

 

Thank you to everyone for there info. Seems like I will be going with the
4l80e. I am assuming I want one out of a 4wd.

 

Depends on what transfer case. I would contact the maker of the case and see if there adapter will work with a 4x4 shorter output 4x4.

Also on VSS if it is going to have low gears in the transfer case. You want the VSS in the adapter and run a 4x2 tune. If you use the VSS in the transfercase output you need to tune the PCM for the gears and install a switch to tell the PCM its in "low".

 

I gotta ask... does a KOH rig really need an OD trans? You can build a nice 400 for less money than a stock rebuild on an 80E.

 

Schram lives in NJ and will probably race the Raucsh Creek series. On the East Coast we do not have the wide open spaces of the west. An advantage to OD is the ability to leave it in lo range and use the OD on some of the access roads between the rock trails, whereas with a 3 speed trans, you would have to stop to shift into high.

 

Or you can run a stock non rebuilt 80 like I did with a monster cooler and not worry about it and the over drive was very nice.

 

Any major size (length and width) differences between a 700r4 vs a 4L80e/4L60?

Or is it like a 'couple inches' difference?

 

4L60 & TH700 are basically the same transmission. 4L80E is more like a TH400+overdrive.

 

I had been running a 700r4 and I reciently went to a 4l60 with no PWM. It is set up full manual with a vacuum modulator. It has the 4l65 guts which include the billet ring gear and 5 pinion planatry set.

My tranny builder went this way becasue the 4l60 is a further toughened version of a 700 r4 from the factory plus for a FM control you dont have to mess with the govonor.

 

great info in this thread....thanks guys. :smokin:

 

Anyone thats gonna be at the big meat run thats wants to see what a stock 4l80e with fmvb feels like your more than welcome to drive my buggy. I like the thought of a 6l80 but really thats 6 gear changes that arent needed a 4 speed will do the same thing.

 

so you don't need vss with the FMVB do you? Any other issues setting that up?

 

http://www.tciauto.com/Products/TC-%27Street%20Transmissions%27-4.aspx

Someone with some deep pockets needs to give this a try. It's a 4L80 based 6 speed that can be manual shifted. Rated to 850hp.

 

Looking for updates 2 years later. I am fixing to do the same a Shram. My current setup is a 3 speed 904 behind a SC3.8 with a 3.0 case 4.11 gears. Top speed in low is around 55-60. In my new car i would love to have OD to run about 80-90 in low. That way i could leave the car in low for short course east cost racing. Also like the 3.06 1st gear. My question is really between a 700r4 or 4l60e. im thinking the 4l60e being newer is better, but what about electronics? Also i will be running a FMVB.