I dont think it will work either..

 

It won't work the end of his 700 input shaft is different it has a stepped down pilot area. It's not because his is a 700 and yours is a 60e its because your's is a 60 behind an ls style engine. The 60's behind the 5.7 and 4.3 are still the older design.

 

Dave is right

 

The Gen III 4l60e converters are different than the earlier ones, but the LT1 4l60e converters will work in older 700r4's, as long as they arent the very first ones. I have used LT1 4l60e converters in my 700r4, no problem.

 

sorry but the earlier model 4l60 do work with the 700r4 i have right now a 96 vette converter in a 91 s-10 the in put shafts are the same execpt on the splines some have 27 and some have 30 the new style 4l60 are different.the is an early model 4l60 have a 298mm pump and the new ones have a 300mm pump.and the 300mm are the trans that don't have the converter lock on the end where it is a little nipple it is a large shaft coming out of the pump one size.the earlier modles have a little nipple on the end this is for the converter lock.
if the splines are the same and if they both are a 298mm pump it will work

 

Gen-I SBC, Gen-II SBC (LT1,4) and Gen-1e (Vortec 4.3,5.0,5.7) all have conventional SBC/BBC flexplate spacing and a 700R4 will bolt to every one. In 1996 GM developed the 2-piece case 4L60-E with the detachable bell-housing for use in the 1997 Corvette. The shallow-bell 2-piece version was also used in 1997 with the 4.3L V6 in the S-10/Sonoma/Blazer/Jimmy. Full-sized trucks did not get the 2-piece bellhousing until 1998.
The bellhousing in the Gen-III version of the 4L60-E is deeper and the input shaft is different - as has already been explained.

Basically, If you have a 4L60-E that came off a Gen-I or Gen-II SBC, you can use a 700R4 converter. If that 4L60-E was bolted to a Gen-III engine, like a 4.8, 5.3, LS1, etc, then you cannot use a 700R4 converter - it does not fit. It should also be noted that in 1995 the 4L60-E received pulse-width modulation for the torque converter apply hydraulics. OEM converters for these have carbon-fiber clutches for lock-up to withstand the constant small amount of slipping the PCM maintains. If you install a 700R4 or early 4L60-E converter into a later model Gen-I/II 4L60-E, PWM should be disabled either mechanically with valve-body modification or programmed out in the PCM.