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08-13-2018, 03:03 PM | #1 |
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Join Date: Aug 2011
Location: Yellowknife, NWT
Posts: 39
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700R4 to 4L60E retrofit questions
Have a 1989 K1500 383 I'm moving to a 24X conversion with 0411 LS ecu. Also changing out the 700 for a early style 4L60E (don't know year but pump cover says PWM).
- The current shift linkage is a rod style- not cable, and I would prefer to leave 4L60E switch box attached to trans for the ecu. Will leaving the longer shaft and switch in the trans work for me? - Not really keen on spending $$ for converter- sky seems to be the limit, how will a 4.3L/corvette lockup converter (very well built oem) feel like? |
08-17-2018, 06:16 PM | #2 |
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Re: 700R4 to 4L60E retrofit questions
I see no one has replied to your post.....I will try and assist you if I can.
As far as the linkage from the 700R4 to the 4L60E would take some modifications based on the way the 4L60E shift linkage shaft that comes out of the trans is a bit longer than the 700, if you plan on using the factory linkage from the column. not sure if there is a KIT you can buy and be a plug and play scenario for this, nothing could be that easy....... You can use a cable in place of the existing factory linkage is another thought. As far as a converter, not sure there is a 4.3L corvette converter.....make sure if your input shaft either has the pilot shaft or the solid shaft, makes a difference in the TC to be used..... |
08-18-2018, 11:44 AM | #3 |
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Join Date: Aug 2011
Location: Yellowknife, NWT
Posts: 39
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Re: 700R4 to 4L60E retrofit questions
I tried to find a 93-94 core for linkage reasons, ended up with a 1996 one piece case which has the neutral switch on the side of trans- I think this is a good thing for me instead of dealing with the oem switch on the column.
Converters- I was trying to say the 4.3L V6 and the Corvette converter are going to be the same in this application stall wise 2200ish. What do I need to spend on a converter- I know what stall will do, but it's a big job and only want to do once- so historically I've stuck with whatever GM blessed any vehicle with. My current plan is to source a rebuilt converter: 4.3L spec, furnace brazed, balloon plate, spot welded fins, oversized clutch. Anything more gets into big $$ which I'm not sure this application call for billet etc. Some guys insist and I know this engine puts out the torque. |
08-18-2018, 12:52 PM | #4 |
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Join Date: May 2012
Location: horseheads,ny rust belt
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Re: 700R4 to 4L60E retrofit questions
not to sound like a p.i.t.a but your building the whole trans and have a great engine but plan to do the most important part on the cheep .
if you skimp on the convertor and it fails to hold the load or just blows up you have just pumped all that dead convertor trash in to the whole trans . also read up on who has good units over high fail rates . i have delt with this guy a lot and great service and parts help . he has also helped a lot of other guys on the other board i am on . http://www.phoenixtrans.com/ his name is greg . he does parts to whole setups shipped .
__________________
77-k30lb BIG truck build . 87-k30lb budget beater build . 85-k30lb the plow machine build . 85-c10sb summer fun toy . ----------------------------- HOLLEY SNIPER efi = worst case of p.i.t.a i ever had . EDELBROCK pro flo 4 = best deal going so far . love my setup works great. |
08-18-2018, 08:33 PM | #5 |
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Join Date: Aug 2011
Location: Yellowknife, NWT
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Re: 700R4 to 4L60E retrofit questions
Maybe I'm coming off wrong- I spend the money where in needs to be spent. Looked at their converters and they look OK- I view their non billet converters as rebuilt oem cores- maybe I'm wrong. But do I need a FTI, YANK, etc $1k billet converter at this level?
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08-19-2018, 10:24 AM | #6 |
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Re: 700R4 to 4L60E retrofit questions
It appears everyone has 800 HP and requires the best of the best.....but if you are street driving no one in their right pocket book dont need to spend the money, but again their pocket book is not mine.... also its about how you drive, holeshot every stop light ? I grew up in a town with only one traffic light........and I bought the TC that fit best with the engine I had...
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08-19-2018, 10:32 AM | #7 |
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Join Date: Oct 2014
Location: Eagle, ID
Posts: 2,917
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Re: 700R4 to 4L60E retrofit questions
Do I understand correctly that you are staying with the 383 and just swapping out the 700r4? What are the specs on your cam? That's one of the major contributors to figuring out what you need as far as T.C. are concerned.
I'm not pushing them, by any stretch, but I upgraded my stock T.C. to an FTI when I swapped cams in my truck. It wasn't a difficult job, but with that said I don't want to do it again. I used this convertor, https://ftiperformance.com/Economy-S...-4L60-ESRL.htm I'm sure you can get one similar in that price range. |
08-19-2018, 10:54 AM | #8 |
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Join Date: Aug 2011
Location: Yellowknife, NWT
Posts: 39
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Re: 700R4 to 4L60E retrofit questions
Staying with the 385, changing ecu control. This is a heavy truck, 4x4, FIRST TPI, 3:73 gearing, don't do stop lights, medium towing (it's a 1/2 ton), I've been using a hd stock converter for years don't really have a problem except with it's age otherwise I might reuse, looking for a zippy converter that retains good efficiency. Like cams- I think more people are unhappy because they went straight for the bottom of the page cam rather than one or two steps smaller than what they actually needed. And lets face it- when you stick to what the General has in its oe stockpile (4.3L-corvette converter spec) prices tend to be very reasonable.
Actually I'm retuning the truck for new injectors- and a step down to regular fuel- carbon tax here bumped fuel 30%. 1.6:1 rockers on intake only: PART NUMBER 110995-47 GROSS VALVE LIFT INT. 0.510 GRIND special GROSS VALVE LIFT EXH. 0.510 ENGINE SBC INTAKE OPEN 37 ROCKER RATIO 1.50 INTAKE CLOSE 73 ROCKER RATIO 1.50 EXHAUST OPEN 83 CAM LIFT INTAKE .340 EXHAUST CLOSE 31 CAM LIFT EXHAUST .340 OVERLAP@ LASH 68 LOBE SEPARATION 112 INTAKE PHASE 108 ADV. OR RET. DEG. 4 ANGLE or CENTERLINE INTAKE "LASH" DUR. 290 EXHAUST "LASH" DUR. 294 EXHAUST PHASE 116 INTAKE DUR @ .050" 222 ANGLE or CENTERLINE EXHAUST DUR @ .050" 226 JOURNAL SIZE 1.868 INTAKE OPEN @ .050 3 INTAKE CLOSE @ .050 39 TDC 45 EXHAUST OPEN @ .050 49 EXHAUST CLOSE @ .050 -3 HEEL TO NOSE X OVERLAP @ .050 0 |
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