Hello, I have an 87' Camaro t-top sport coupe with the baby 2.8v6 with less than 79,000mls original.. Well my issue is that after sitting for over 3 years due to send unit and fuel pump failure (now all new along with the tank)--- the tranny (with clean and full fluid) was sluggish to shift to 2nd unless I really jumped on it. At first, I babied it for a day or two, ..even then it FELT like I was driving with a parachute behind me because when my foot was off the gas it dragged --but would jump on take off then sluggishly move forward. Finally, after forcing a tire peel and a short 5 mile drive, I lost reverse. I made it back home but then the overheat light came on and it got stuck in drive with all shifts, after trying to force it (via hitting the gas), but still no reverse. Lastly, after the frustration of not being able to parallel park, the shifter cable must have snapped from my constant ('shift then hit the gas motion'). I was told to rebuild it --but being low on funds, I found one used with no torque converter. I was told it was a 700r4 possibly from a v6 pickup. However, after investigating the tranny sticker tag, it indicates that it is a 4L60e... sooo my question is: [can I still use it or no?] or what mods if so. Man, some help from an expert would be so helpful. I thank you in advance...

 

Go for one that matches. 2.8 or 3.1 for the 60deg V6 bellhousing. Third gen units will have the right extension housing. S10 will not. S10 also went to reluctor VSS around 88, if one for a non - governor output shaft, it may not work.

You can swap your speedo gears into a third gen unit with a VSS (later year third gens.)

 

Can't use a 4L60E without a computer that will control it. E = Electronic control.

Your '87 doesn't have that.

Won't work for you.

As said, even if it's a 4L60 not E aka 700-R4, if it's from something other than a Camaro or Firebird, it won't work, as-is. It lacks the torque arm mount. You can probably swap some parts around and get a S truck trans to work in our cars though, but you probably won't like it; it'll behave alot more like a truck than a sporty car. Similarly, swapping speedo systems isn't that big of a deal. Just gotta know going into it that it's needed. (or not)

 

Thanks guys that helped me. So now Im leaning more towards total v8 swap because the proper trans seems to be hard to find for the v6 and the cost of a rebuild is hiiiiigh....so what about a trans controller? or the 4L60e still wouldnt work ? and if it would --are they a pain or easy to connect ? hope i dont sound dumb

 

The aftermarket controller to control aa 4L60E or 4L80E was several hundred dollars years back.
Modifications for cars are fun. When they introduce non-stock parts with higher cost, higher complexity, and no real tangible benefit to the application, they aren't worth it.

 

That makes sense.. the cheapest one I found (trans control unit) was around 500.00$ ..GM makes one for around 1,300$.. anyway, too much and too many wires .. luckily, I just tracked down a good high-mile tranny from an 89 Fire Bird with a v6.. now what about the 'auxiliary valve body' question Ive been asked on the v6 700r4 .. will that FB tranny work?

 

The rest of the car does not care how many valve bodies the transmission has. Any 700-R4 with the right external mechanical properties (TA mount, BH pattern, etc.) will work in any car requiring a 700-R4.

That said, the later ones with the aux VB are said to be the preferred ones. Not sure whether the VB itself is the reason for that, or whether perhaps there are other "improvements" that happen to have been introduced at the same time. However all that may be, the 89 transmission would be preferred over the 87, FWIW. Not sure it makes all that much difference behind a 2.8, but w/e, might as well stack the odds in your favor as much as possible regardless, eh??

Not sure how it's "hard" to come up with a 6-cyl transmission. Seems like every time somebody needs a V8 transmission, all they can find is 6-cyl ones. That just seems weird to me. Not calling you a liar or stupid or any such thing; just, seems as though you've been led down the wrong path somehow.

 

Well as the name implies.. 419-sbc yadda yadda ..up here-- within 40mls radius-- and thats a city away.. between prvate owners, AND scrap yards -- LKQ being one -- I have only found 3 for sale for a v6 3rd gen other than that v8 700r4s are plentiful around here. Thanks for the other info tho it all helps me ..as I love cars..but I only work on houses LOL

 

My work commute is near 40 mi each way. Not sure how that distance constitutes some kind of insurmountable barrier to finding expensive MULTI $$$10000 parts. Personally, if I had to fly somewhere and rent a truck to bring back a $2000 part, it'd be worth it. I'd do it in a heartbeat. My daily commute certainly wouldn't scare me off.

Of course that's just me. But I'm an idiot. as everyone around here knows. Just about everybody here is smarter, better educated, more experienced, more capable, better equipped, than me. Not to mention, lazier. Just ask em. So maybe I'm too stupid to understand important things like ... driving 40 mi.

 

LOL ..I actually agree with you .. if I could squeeze that kind of money from somewhere, I would also travel .. nowhere within the US would be too far for parts OR cars.. especially for a second or third gen Camaro

 

It does not make much sense to me...

However the 4L60E Valve-Body can be modified to be a manually-shifted (ONLY) Valve-Body.
No Computer/ Electronics needed... Just a switch for Lock-Up control.
I personally would just do this to a THM700-R4 instead.

Both Transmission are so similar... I feel that the reason to chose the 4L60E is because it is computer controlled/ doesn't use a TV-Cable.
I have modified both Transmissions/ Valve-Bodies for manual-shifting only... the THM700-R4 is much easier to do the conversion.

When I build these units for higher HP Engines; both transmissions get all the same parts, except for the Valve-Bodies.

 

The 700R4 was continually improved over the years. If you buy another junkyard unit, try to get the latest version possible. I scored one out of a 91 V8 car many years ago and it works great.

 

Yeppers, that's just what I did.. the install should be done in a week or so.. I cant wait. I'll give an update with pics when its runnin' again..... Now I know this is getting off track, but I also came across a 1993 corvette that is being parted out for cheap, has the Lt1 and automatic trans.... just for the info, I was wondering: could that motor and trans be swapped into my 87 sport coupe?

 

I should fit / bolt up since it is a SBC, but you will need get the ECM and wiring harness, or instead of the figuring out the OEM wiring harness, you could buy a spendy aftermarket wiring harness. That LT1 had the funky reverse flow cooling. Not sure if the radiator plumbing is different. I believe it also had the Opti Spark ignition which was problematic.

 

In 1999, that would have been a decent swap choice.

In 2021, not so much.

I'd recommend that you pass.

If you're considering a good cheeeeeep relatively eeeeeezzzzy swap (probably eeeeeezier than the LT1 overall, tow-in to drive-out) rather than dumping $$$$ into a 6-cyl, look at a pullout from a 03 - 06 truck. 5.3 or 6.0 w/ 4L60E. (LM7, LQ9)

 

I also would recommend passing on any Gen-2 Small-Block Chevrolet engines.
They do have aftermarket performance parts available...
However the Gen-2 Engines were only produced from 1992 through 1997; and there is not much available compared to the Gen-1 Engines.
We (GM Engineers) never intended to actually put the Gen-2 Engine Program into full swing...
It came down to the Gen-3 Engine program being behind schedule; and the Corporate "Higher-Ups" wanting a new flashy Engine in the Corvette.
The Last of the Gen-1 Engines (Vortec) were actually really nice for a very old Engine-Platform...
Hydraulic Roller Camshaft, 1-Piece Rear-Main Seal, High Velocity Cylinder-Heads... actually good stuff for a stock Engine.

Anyway, I would recommend a Vortec Head swap on a 350 or a used Vortec 350 to be rebuilt... instead of the Gen-2 LT1 Engine.
Approximately 440 to 460 HP out of a Vortec 350 is very doable and very inexpensive compared to the Gen-2 LT1 Engine.

To reach that power level (or less if content) would ONLY take:
-A Camshaft in the 0.500" Lift and 220 degrees duration at 0.050"
-A set of "Beehive" style Valve-Springs that will correspond with the Camshaft.
-An Edelbrock (Vortec design) Performer RPM Air-Gap Intake-Manifold.
-And a Four-Barrel Throttle-Body with Injectors... or a Carburetor.

Back in 2001/ 2002; I built myself a Carbureted Vortec 350 (This was when a new Corvette was only rated at 345 HP)...
-I did a huge amount of work to the Heads.
-Got the Compression up to about 11.0:1
-Had a custom Camshaft made, a Timing-Set, Valve-Springs, and Roller Rocker-Arms installed: for a Peak HP at about 7,000 to 7,200 RPM.
-I did a huge amount of work to a Performer RPM Air-Gap Intake-Manifold.
-The Engine made a little over approximately 550 HP on an Engine-Dyno at Pat Musi Racing.
...Plus two stages of Nitrous-Oxide at 100 HP each!

That was a ton of fun back then; before Performance Cars started making some HP again stock.

 

vorteciroc, do you still work for GM ?

 

No... I left to open my own business about 11 years ago.

 

Yes, hot rodding was more fun when anybody with a wrench could smoke a new Corvette. Now you can buy a 9 sec ride with a warranty. Ya, I can go faster too with modern parts but it's way more expensive than it used to be.

 

It's crazy! isn't it???

To be fair... it is also awesome in it's own right!

And from the newer vehicles with more power...
comes used high-performance engines and parts... (and new aftermarket parts)...
essentially making newer more powerful technology more affordable.

The LS7 Cylinder-Heads are better/ more efficient than many of the all out racing Cylinder-Heads for the Big-Block Chevy of the late 60s and early 70s.
The newest LT1 (Gen-5 SBC), LT4, LT5, and LT2 are even better in many ways!

 

Was there anything in particular that you needed?
Were you looking for a contact at GM... new vehicle issues or something?

Let me know.

 

Nothing right now. It was more for future reference in case something comes up LOL.

thank you for asking Sir !

 

I agree. I am doing the preliminary research to purchase a 383 Short block /roller block for my ‘79 Camaro. I’ll put my Edelbrock heads on it. 450 - 500HP packages are common place. Hot rodding was never better than it is right now!

And per your example - the LS engines and components are off the hook!

 

Okay, very cool!