so a trip to the steel yard for a cut off blade and some square tubing and some mock up and welding and a little por 15 on it and that settled the install. got the thing installed in the car and realized just how much longer it was than the 400 turbo. pulled it apart and put a kit and a gil younger shift kit in it. This is something that I am looking at adding to my own setup.īought a trans out of a mid 2000 chevy 2500 truck.
DIY 4L60E SHIFT KIT MOD
My solution to this is adding Transgo's Mod 46 which is a vacuum modulator conversion. If anyone has any questions about this setup let me know.Įdit (1June2016): I understand that having max line pressure all the time is hard on the metal parts. I was surprised that the old high mileage transmission could shift like this. Light throttle shifts are quick and to the point. The line pressure is always maxed so part throttle shifts are hard. Fourth is also somewhat firm and the TCC lockup is almost instant when on the throttle. The transmission shifts SUPER hard from first to second and mostly firm into third. I installed the kit onto the transmission and installed it into my 1980 Camaro behind a '01 LM7 5.3l V8.
After looking deeper I found that it had been rebuilt at some point since it had metal shift accumulator pistons. It supposedly had around 200k miles on it.
DIY 4L60E SHIFT KIT FOR FREE
The '95 4l60e I got for free from my dad. I installed the shift kit onto my '95 instead. When I opened the valve body I noticed that there were some missing springs and other issues that did not look right. I ordered a Transgo 4l60e-HD2 kit for it.
I had no first gear until the transmission got to normal operating temperature. The problems I had may not have been related to the mechanical controls. The '98 4l60e I purchased from a lady who swore it was good. Also, shifting while the TCC is on will give super harsh shifts that could damage the torque converter itself. If the TCC is on while in gear at a stop it will stall the car.
DIY 4L60E SHIFT KIT MANUAL
You can turn on the TCC lockup at any time but keep in mind this acts like a manual transmission clutch. The solenoids being on and off during any other shifter position do not matter, even in reverse. I used a small switch that I installed into the shifter housing for the ground to pin T, the torque converter lockup solenoid. My buddy, Jordan, helped me with some of the wiring. I modified the shifter with some JB weld and some scrap metal in order to get the correct shift logic for the solenoids. The lower micro switch is the ground for solenoid A (Pin A) and the top micro switch is solenoid B (Pin B). I figured I could use these two for my shift solenoid controls. These are normally for the neutral safety switch and the reverse lights. Then I got a B&M Pro Ratchet and noticed it had two micro switches on the side. The line pressure solenoid is a "normally open" solenoid so I did not have to worry about it. I disabled the Pulse Width Modulation solenoid since it was a "normally closed" solenoid. I found a wiring diagram for the 4l60e along with the shift logic (not shown). So I started with the notion of needing to swap to an overdrive transmission and I didn't want to pay for an expensive controller since I was short on funds. This is about controlling a 4l60e without a computer and without a full manual valve body conversion.
0 kommentar(er)
