a man got a 1993 chevy astro van 4.3 he told me the transmission is a 700r4 how can I make sure.
4L60E vs 4L65E vs 4L70E
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700R4's have a 4 pin electrical connector on the drivers side of the case. It will also have a TV (throttle valve) cable on the passengers side to the rear of the servo cover.
4L60E's have 13 pin connector on the passengers side. It is to the rear of the servo cover as well.
Thanks I have heard that 1992 was the last year of the 700r4. I'm going to check the astro out tomorrow
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The owners manual for a 1993 Astro van states:
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But I've run across guys parting out trucks that weren't right about what year it is. 92 would be a 700R4.
If this is for your 85 it won't work because of the bellhousing bolt pattern on a 4.3 is different than on anything put in an 85 S10.
But I've run across guys parting out trucks that weren't right about what year it is. 92 would be a 700R4.
If this is for your 85 it won't work because of the bellhousing bolt pattern on a 4.3 is different than on anything put in an 85 S10.
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Yes and no.
Yes) the trailblazer unit uses a 300mm input shaft like an LS based unit.
No) the pressure boost valve is a .420 on the trailblazer transmission. All full LS units get a .470 boost valve, so the trailblazer unit would have a shorter lifespan.
So if I was going to use a trailblazer unit at a minimum I would do the following.
1) put a TransGo 4L60E SK in it.
2) put a TransGo .500 boost valve.
Both are easily done.
If you require more information, please make a separate post in rhe transmission section. That way all may chime in and help you.
Yes) the trailblazer unit uses a 300mm input shaft like an LS based unit.
No) the pressure boost valve is a .420 on the trailblazer transmission. All full LS units get a .470 boost valve, so the trailblazer unit would have a shorter lifespan.
So if I was going to use a trailblazer unit at a minimum I would do the following.
1) put a TransGo 4L60E SK in it.
2) put a TransGo .500 boost valve.
Both are easily done.
If you require more information, please make a separate post in rhe transmission section. That way all may chime in and help you.
Thanks a lot I do appreciate your help. I found I think a good transmission and realized it had a different bell housing. So I thought why not change that out, Ebay has them for $70.00 and I could probably find one in the junk yard. The shift kit is something I was thinking of doing. Is it possible for a novice to tackle this? Good stuff!
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Why not just get a 4l60E that came off a V8 and not have to mess around with things you're not experienced with? Better chance of success doing it that way.
An automatic transmission is not where you want to start learning about auto repair.
For that matter an LS swap isn't either.
An automatic transmission is not where you want to start learning about auto repair.
For that matter an LS swap isn't either.
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Because I don't know your skill level it is hard to say, TransGo SK instructions are all there. They can be confusing to read, because they are not a step by step. they are intended for the experience transmission rebuilder. If you read them 3 times and familiarize yourself with the parts... You may want to get a seperator plate as well.
Your right on with the advice. I was just wondering if the trans out of the 4.2 is usable behind the LS? Believe me I am looking for a good LS 4L60e. I am by any means an auto mechanic but I do know about auto repair and have done quite a lot of work over the years. I ask questions and pick through the forums for knowledge that I do not have and appreciate the advice from the forum.
I read thru the instruction sheets for the shift kit and they look straight forward. I also talked to Transgo tech and I feel this is something I could do. Tell me what else did GM do on these that is different from the ones they put behind the LS? Curious minds want to know
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In my experience with building trailblazer units. The bellhousing and boost valve is the only real differences.I read thru the instruction sheets for the shift kit and they look straight forward. I also talked to Transgo tech and I feel this is something I could do. Tell me what else did GM do on these that is different from the ones they put behind the LS? Curious minds want to know
I like the TransGo SK because it allows you to tailor any VB to your setup. It also addresses several area's of common failures.
Randy,
Appreciate your input here-
I have a 5.8L Gen-1 in an ElCo that currently has a 7730/700R4 and I want to go to a 0411 PCM & 4L60E.
I plan on going through any trans that I get as it will need to support 500-600HP.
My question is do you have a interchange list of what would be the best 4L60E trans to get & from what vehicle that will have the 298mm converter, and work with the 0411 PCM.
I guess years would be 96-06?
But I know that I can't use any LS based trans.
Thanks,
Dave
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98-02 Chevy or GMC van with a Vortec 5.7 would be the best starting point for a 298mm 4L60E in 2wd.
If you are talking actual 500 to 600 dynoed HP it's going to need to be built good.
Personally with that much power I'd go with a 4L80E. They didn't change the torque converter or bell housing on them for the LS. They are within an inch of the same length as a 4l60 if you get a newer HD model and will bolt right up to a SBC. Most 3/4 tons hand them behind the 6.0 and again the van version was 2wd. Although you can occasionally find one from a pick up or SUV that was 2wd. I got one from a Tahoe 2500. Since mine was going behind a 6.0 I made sure to get all the adapter parts, that you won't need. You will have to relocate the trans mount on your cross member because even tho the trans are only 5/8" difference in length the 4L80E's mount is a couple inches farther back.
Even with the 80 I'd have a few upgrades done. But you won't need to spend a fortune replacing nearly every part inside like you would with a 60. You start buying racing input and output shafts and the money flows like wine.
How do you plan to control the trans? Are you going to FI?
If you are talking actual 500 to 600 dynoed HP it's going to need to be built good.
Personally with that much power I'd go with a 4L80E. They didn't change the torque converter or bell housing on them for the LS. They are within an inch of the same length as a 4l60 if you get a newer HD model and will bolt right up to a SBC. Most 3/4 tons hand them behind the 6.0 and again the van version was 2wd. Although you can occasionally find one from a pick up or SUV that was 2wd. I got one from a Tahoe 2500. Since mine was going behind a 6.0 I made sure to get all the adapter parts, that you won't need. You will have to relocate the trans mount on your cross member because even tho the trans are only 5/8" difference in length the 4L80E's mount is a couple inches farther back.
Even with the 80 I'd have a few upgrades done. But you won't need to spend a fortune replacing nearly every part inside like you would with a 60. You start buying racing input and output shafts and the money flows like wine.
How do you plan to control the trans? Are you going to FI?
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Instead of moving the transmission crossmember, you can make an adapter if your have the equipment....a mill if you're fancy, or a drill press. I'm not sure this adapter was available when we did my swap. It's a little spendy, but what isn't on an LS swap....
Adjustable Transmission Mount
Adjustable Transmission Mount for Most GM RWD Applications G Force Performance’s Adjustable Transmission Mount is uniquely innovative, yet simple in design and function. It is a must for your swap that requires moving your transmission 1″ to 2″, while allowing 1″ to over 2-1/2″ of offset. This...
www.currentperformance.com
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any 4L60E with a belhousing casting # of 24206579 on it will be a 298mm input shaft. 1998-2004 will work. Just keep in mind that the C & K trucks from 2001 on 4.3L went to an LS based (24206952) bellhousing. The casting #'s are on the outside of the starter pocket.
The 0411 PCM should be able to control any GM trans. A 4L80E may require segment swap for transmission control.
If shooting for the 500-600 range, I would strongly suggest a 4L79.com input drum with a Sonnax reinforcement kit. if you are going to hotrod it, I would also suggest the Sonnax HD 2-3 shift valve mod and using D when pushing it. this mod applies the Overrun clutch in D, 2 & 1. that helps the forward clutch holding capacity and takes some of the load off of the sprag.
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As far as I know it is a 4L60E and the 3CHD code has been used 2 times.
1) for 1993 C truck and G van 5.7L.
2) 4.8L, 5.3L G-Van, C-Truck Standard cab.
the 4L65E codes i have listed are from reputable sources. GM itself and ATRA (Automatic Rebuilders Association) who get their information from GM or GM's Wayne Garrick that is a hydramatic division technical adviser.
the reason I researched and wrote the guide is because of all the misunderstandings of the differences between them.
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I suspect a lot of scammers try to sell the 3CHD as a "HD" transmissions. Those 2 letters have nothing to do with one another. CH is the model code and the completely separate D means it's a 4L60E.
Surprised no one has tried selling that trans as being from a Harley Davidson. Would make as much sense.
Surprised no one has tried selling that trans as being from a Harley Davidson. Would make as much sense.
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