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new section - 3/5/2006 10:50:12 PM
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89Blazze
Posts: 28
Joined: 10/27/2005
Status: offline
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how about a section on Linkages & transmissions?
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89 S-10 Blazer 4x4x2
91 Jeep Wrangler
74 Chevy Nova 383 Stroked!!
Jose
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RE: new section - 3/6/2006 1:48:18 AM
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4lowlife
Posts: 1562
Joined: 12/29/2005
Status: offline
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heck Ya! I'm upgrading my 4L60E with mods and have comments on hem to share.
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RE: new section - 3/6/2006 2:39:10 AM
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4lowlife
Posts: 1562
Joined: 12/29/2005
Status: offline
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And a history lesson for all you mechanical junkies.
History of the L60-Series Transmission
Today's 4L65-E and 4L60-E transmissions trace their lineage to 1982 and the introduction of the 700R4, one of General Motors' first production automatic overdrive transmissions.
Two versions of the 700R4 appeared: one with a 60-degree bellhousing bolt pattern and another with a 90-degree bolt pattern. And though the advantages of lower cruising rpm and higher fuel economy were widely praised, the early 700R4s suffered from weaknesses that caused many to fail in even the lightest-duty applications.
By the '87 model year, the 700R4 had been internally upgraded and the problems that plagued earlier versions of the engine disappeared. In the '90s, the name changed to 4L60, reflecting GM's new nomenclature for all its transmissions--"4" for four-speed, "L" for longitudinal (rear-wheel drive), "60" denoting the torque capacity rating. (The "E" was added when the transmission was converted to electronic control.) The 700R4 and 4L60 are internally similar, including gearing.
The 4L60-E came along in the mid-'90s, and shortly thereafter its design was changed from a three-piece construction to a two-piece design. Currently, the L60 and L65 have a separate, 360-degree bellhousing, which completely encloses the torque converter. This was done to increase powertrain stiffness and reduce vibration.
The electronic versions of the transmission also use an electronically controlled capacity clutch, instead of a mechanical lock-up clutch. This design lets the computer decide on the necessary amount of slip, which maximizes fuel economy.
text from SuperChevy.com
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RE: new section - 3/12/2006 2:13:02 AM
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4lowlife
Posts: 1562
Joined: 12/29/2005
Status: offline
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I completed my "performance" servo install for the 4L60E. It hits so hard the jack/tire iron/chocks plastic cover keeps popping off. Normal driving it bangs into 2nd gear. Gears 2-3,3-4 shifts are much firmer. I haven't tried any controlled launches yet. (this a truck not an EVO VII MR.) At about 30 mph, I noticed the transmission holds the gear better when I stomped on it.
It was not too difficult to install the sh*t. It was removing the servo cover "O" ring that was tough.
I wonder how long my U joints will last?
The mods I installed:
GM AC DELCO extended servo pin
GM AC DELCO Corvette servo (already in most F bodys and 1993+ Vettes (C5))
Billet 4th apply piston
Billet servo cover (arrives with 4th apply piston)
*All of that on top of the B&M shift improver I have in there
Snap ring install hint: when it comes tim to install the snap ring over the servo cover, use a crow bar against the cover and a jack it up at the other end of the crowbar. It will push the servo assembly inwards allow you to use a screw driver to hold the snap ring and w/ the other hand use 90 degree needle nose pliers to insert the rest of the snap ring.
It will literally snap in when all said and done. Took me 10 minutes to figure it out. It helps you this method when you have an extended servo pin working against you!
< Message edited by 4lowlife -- 3/12/2006 2:48:45 AM >
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