You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!
The only real difference is the name. A 4L60 is a 700-R4. The name only changed to better identify the transmission. The four meaning it has four gears (1-3 plus overdrive). The "L" for longitudaly mounted (as compared to Transverse on a FWD car). "60" is the relative torque value. For example, 80 is stronger than 60, which is stronger than 40, etc... A 4L80-E can handle more torque than a 4L60-E. The "E" you are seeing in the last sentence denotes it is electronically shifted by a computer.
They are both different in design. They wont directly interchange,from what I've read before.
I think your thinkin gof the thm700
700R4 / 4L60
At approximately the same time as the 200-4R's release, the Hydramatic 700R4 was introduced 1982 for use in Chevrolet/GMC vehicles.
The gearing for the 700 is (commonly rounded off to 3.06, 1.63, 1.00, 0.70, and 2.29):
First - 3.059
Second - 1.625
Third - 1.000
Fourth - 0.696
Reverse - 2.294
Initially, the 700R4 was not considered a strong transmission, since the torque of a 350 in³ V8 would lead to transmission failure. The original version of the transmission had a 27 spline input shaft - this was but one of many possible and common failure points with the early transmission. However, the design was continually refined and upgraded, and in 1987, the 700 was used behind a 350 small block V8 (from IROC-Z Camaros to pickup trucks).
Around 1984, 700R4s designed for use behind Chevrolet small block V8s received a 30 spline input shaft which used a different torque converter than its 2.8 V6 and 2.2 L4 powerplants. Between 1984 - 1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxillary valve body (for 700s manufactured after October 1986).
Without pictures, the 700 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts, 3 bolts front, 3 bolts rear, 5 bolts left side, and 5 bolts right side.
The tailshaft housing is held onto the main case by 4 bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 inches (510 mm) overall. From the engine/trans mating surface to the crossmember mount bolt is 22-1/2 inches (570 mm), and engine/trans surface to output shaft housing mating surface is 23-3/8 inches (594 mm) overall, with the tailshaft housing typically measuring 7-5/8 inches (194 mm).
Transmission fluid cooler lines: on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are 1/4-inch pipe thread, and CAN include an adapter from the factory for threaded steel lines in an SAE size. 4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.
The 700 was renamed the 4L60, when the electronic version, 4L60-E, was phased in (1993 for GM trucks, vans, and SUVs, and 1994 for RWD passenger cars). Around 1996, a bolt-on bellhousing was phased in (along with a six-bolt tailhousing) when the transmission was bolted behind an inline four cylinder or the Vortec engine family.
The two transmissions are differentiated mainly by the number of pinion gears in their planetary gearsets: The 4L60-E has four, while the heavy-duty 4L65-E has five. Other elements of the 4L60-E design were strengthened when the 4L65-E was introduced, but these were incorporated into the 4L60-E in 2002.
The THM700 was renamed "4L60" (RPO M30) following the new General Motors naming convention, when the electronic version, 4L60-E, was phased in. This happened in 1993 for trucks, vans, and SUVs, and 1994 for rear wheel drive passenger cars. Around 1996, a bolt-on bellhousing was phased in (along with a six-bolt tailhousing) when the transmission was bolted behind an inline four cylinder or the Vortec engine family.
The 4L60-E is rated to handle up to 360 ft·lbf (488 N·m) of torque.
An updated 4L60-E, the 4L65-E (RPO M32), was phased in around the 2003 model year when coupled behind the 6.0 Vortec. Five-pinion planetaries, along with a modified drum/input shaft assembly, were improved to withstand up to 380 ft·lbf (515 N·m) of torque.
BELIEVE ME.... THE 700R4 VERTER WONT FIT ON THE 4L60E TRANNYS.. AND THEN THERE ARE 2 DIFFERENT 4L60Es.
thats whats holding me back right now..
there is a 298mm input shaft or pump shaft? and there is the 300mm shaft.
i think thats what lilreddevil told me,
but i got all the right stuff now, except the TC bolts.
2000 ECSB Silverado-LQ4/Isky 215/4L80E/KBRacing S475
12.9@113 ~ 5-25psi on cooper AT3's