LTX and LSXPutting LT1's, LS1's, and their variants into Third Gens is becoming more popular. This board is for those who are doing and have done the swaps so they can discuss all of their technical aspects, including repairs, swap info, and performance upgrades.
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I'm picking up a complete running 5.3L for $300 within the next couple of weeks, so I'm on the hunt for a transmission. As much as I want to keep the Berlinetta a manual, a T56 doesn't fit in the budget and I've got to get the car back on the road in a hurry. What year 4L60E's are compatible with the Gen III/IV motors? If any of the pre 1999 ones work, are there any modifications that need to be made?
1994 started first year for 4L60E as the automatic trans option. This is the electronically controlled transmission. The 94-95 PCM's are identified by service number. 16188051. All 94+ LT1 PCM's are aluminum in color with 4 rectangle plugs. 94-95 PCM's can be flashed through the diagnostic port using rather inexpensive hardware and software. Click here for more info on that. In 1995 the 4L60E changed slightly, and an additional solenoid was added to the valve body. This required an extra wire to be added for 1995 models. You can determine 94/95 harnesses by looking for Pin U on the transmission connector. Also, 1994 4L60E transmission WILL NOT work properly with 96-97 PCM's.
IN a nut shell, PWM gives better control of the TCC at the cost of one additional wire to the trans
PWM is cast into the from pump of all 95+ trans for easy recognition
PWM is slipping the TC clutch for the sole purpose of better mpg around town and can be bad on aftermarket converters.
The solenoids for it in lots of GM vehicles start to wear out after awhile too, bleeding pressure by.
PWM is slipping the TC clutch for the sole purpose of better mpg around town and can be bad on aftermarket converters.
The solenoids for it in lots of GM vehicles start to wear out after awhile too, bleeding pressure by.
Myself and lots of people disable it.
so in other words, if I don't want to toast my 3000 stall vigilante use a non PWM, If I want better mileage, use a PWM, correct?
so in other words, if I don't want to toast my 3000 stall vigilante use a non PWM, If I want better mileage, use a PWM, correct?
PWM is a new concept to me, but if I'm understanding this dialogue correctly, you can simply program out PWM.
Maybe I'm just a simpleton, but when I was considering an LQ4/4L60E swap (had the LQ4, didn't have a 4L60E, did have a TH700R-4), it wasn't making sense to get anything earlier than a '98 4L60E.
PWM is a new concept to me, but if I'm understanding this dialogue correctly, you can simply program out PWM.
Maybe I'm just a simpleton, but when I was considering an LQ4/4L60E swap (had the LQ4, didn't have a 4L60E, did have a TH700R-4), it wasn't making sense to get anything earlier than a '98 4L60E.
why nothing earlier than 98? is that the year of your LQ4? I'm doing an LT1 4L60E swap, and the trans came with the engine/parts car, so I'm going to run a 94 model just because I already have it.
why nothing earlier than 98? is that the year of your LQ4? I'm doing an LT1 4L60E swap, and the trans came with the engine/parts car, so I'm going to run a 94 model just because I already have it.
That would be '98-later f-body 4L60E.
The OP is talking about a 5.3, which is LSx family. My LQ4 was 2004, also in the LSx family.
If you're looking at non-f-body 4L60E's, you'd better know exactly what you're getting.
Tailhousing is easy to swap. V6 or V8 makes no difference. 360* bellhousing units used a 6 bolt tail. Earlier used a 4 bolt style which swapped with the 700R4 and 4L60's
Tailhousing is easy to swap. V6 or V8 makes no difference. 360* bellhousing units used a 6 bolt tail. Earlier used a 4 bolt style which swapped with the 700R4 and 4L60's
Are you talking about the tailhousing not being different between V6 and V8, or the transmission itself not being different between V6 and V8?
