I was reading HOT ROD mag a while back and I saw a deal that JET PERFORMANCE came out with. It's a independent control module that you can use to control the 4L60-E and 4L80-E transmissions on cars that orignally didn't come with the electronic transmission like our 3rd Gen. Any body else have any thoughts on this.

 

They have had that for years. Its great if you have the $$$$.

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'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
3.73 Posi
4wheel Disc Brakes
Summit 1-5/8" headers, 2.5" Dynomax catback.

Best 1/8: 9.519@72.74

'97 Bonneville SSE

 

So if I get the 4L60-E transmission out of a 1994 Camaro 3.4L 60* V6 and put it in my car (3.1L 60* V6) AND use this control thingy everything should bolt up and work right?

 

Yes, but why not just get a 700R4? They are the same strength-wise *in the later 88-92 models.

The real advantage to the controller is to back a big block which would otherwise tear the 700 right up in no time to the 4L80e.

Bulletproof and overdrive!

 

ah that would be nice BUT your forgetting the 700 R4 is a 90* bolt up for 3.8L, 5.0L and 5.7L and I have a 60* 3.1L engine and I need a 60* bolt up with the 4L60-E or older 4L60 no e has, plus the 700R4 is not electronic the idea of this post is to get better smoother, faster shifts by using the electronic 4L60-E transmission.

 

The whole reason I brought this idea up is my transmission has a hard 2nd Gear engagement from miles and miles and when you get into over drive it gets jurky RIGHT at 45 unless you add a little gas.

 

If I am understanding your post about bell housings.......

the 700 was built with the small bell housing for the 60 degree engine, not just the V8 bell housing pattern.



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"If it ain't broke.... get out the tool box"

 

yep your right but thats not what he was saying, he wanted me to put a V8 version of the 700r4 behind a 60* v6 and of course that won't work, and in my years they are called 4L60 s .

 

Read it again, he never said anything about a v8.

 

You can get 90° and 60° bellhousings in both the 4L60 and the 4L60-E.

As for using the 4L60-E, just because its electronic, doesn't mean its perfect. they had their fair share of problems too.

------------------
FREE CARFAX Record Check

If you live in Southeastern US, check us out!
South East Thirdgen

GM Master Tech
ASE Master Tech + L1
Savannah, GA

'87 Trans Am
S/D TPI retrofit including functional PassKey,
22# injectors,
Whatever chip I feel like burning,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
3.73 Posi
4wheel Disc Brakes
Summit 1-5/8" headers, 2.5" Dynomax catback.

Best 1/8: 9.519@72.74

'97 Bonneville SSE

 

==============FYI: I know what they are called in various years. I've built automatic transmissions since 1974 both privately and for a living. I owned my first transmission shop in 1979.




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"If it ain't broke.... get out the tool box"

 

Yeah he did say about a V8 when he said:

"The real advantage to the controller is to back a big block which would otherwise tear the 700 right up in no time to the 4L80e."

I don't have a V8 big block so I won't need to worry about "tear the 700 right up".

I'm not saying it's perfect, but would be kind of nice to keep moving up, I never saw a rebuilt transmission from an average rebuild place last as long as the transmission that came from the factory. So if I could get one out of a FRESH reck real low milage 4th Gen. camaro I could use it and it would be great. My friend just brought a 2002 4th Gen and it shifts A LOT better then mine, and don't say I haven't flushed my transmission, I've done it twice, and I don't race or drive hard.

Thanks guys for sharing your opionions.

 

Let me put my $.02 in here. First off, the later 2.8 700's really are the same internally as the V-8, just the calibration, bell housing and input shaft are different. Second, if you think that the junk yard stuff is better and especially with the added cost of the controller let me throw some cold water in your face and give you some coffee too. The later stuff has it's own unique problems BECAUSE they are electronic! For one thing the VB's wear out very fast leading to overheated converters, even to the point of fires. Heck, I just did a 2000 4L60E and sure enough the VB was worn out already! If you want a 700 to last, find someone who knows what they are doing. I've built 700's that have gone over 200K so trust me, it can be done.

 

transfixleo, take it easy man, I'm just saying, the rebuild jobs that I've seen and had on transmissions have sucked, I'm not saying yours is bad, HELL IF YOU can rebuild my 4L60 in my 1992 and make it last 200k, THEN I'll bring it right over, but I do want a warrenty for 200k too. Did you know down here in where I live you can walk in the junk yard and find newer year recked camaros with as few as 10000 miles on them. Houston has everything.

An example of a bad transmission rebuild is this A4LD transmission in my shed, front oil pump seals when to hell after 10k. junk rebuild job if you ask me.

 

The only point I was trying to make is that it makes no sense to use a 4l60e tranny where a 700r4 (4l60) would feel more at home.

The 4l80e is a much stronger tranny and could be used to retrofit behind a big cube big block with the controller, then the cost of the controller would be justified.

 

Flip a coin on using a 4l80E behind a bigblock...

I think I'd go for a stout TH400 build and and a GearVendors or US Gear overdrive. Cost would be about the same, effects would be about the same....but as most all would agree, the TH400 is stouter than the 4L80E.