nonnieselman

iTrader: (10)

I dont think it will work either..

Dirty Dave

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.

James B.

iTrader: (1)

Dave is right

mzoomora

iTrader: (31)

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.

litreddevil

iTrader: (4)

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

James B.

iTrader: (1)

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.