2000 4L60E won't fit in a 2002????
This is a discussion on 2000 4L60E won't fit in a 2002???? within the Automatic Transmission forums, part of the Drivetrain category; What did chevy change in 2002? I sold my local Chevy dealer a used 4L60E out of a 2000 Silverado. ...
03-06-2008, 06:02 PM #1
2000 4L60E won't fit in a 2002????
What did chevy change in 2002? I sold my local Chevy dealer a used 4L60E out of a 2000 Silverado. They tried to put it in a 2002 Silverado and it wouldn't bolt up. They called a trany shop and they said "just change the bell housing". They did, then the converter wouldn't bolt up to the flex plate. The tranny shop sold them a differant converter and it all bolted up but the truck won't move.
What the heck is goin' on!?!?!?
03-06-2008, 07:31 PM #2
You have and LT1 trans verses and LS1 style it cant work sorry, Now with the LS1 bell and the LT1 converter the converter does not engage the pump
03-06-2008, 08:03 PM #3
Ok, so what changed on the back of the LS1 5.3 between 2000 and 2002? And, why would a 2000 Silverado with a 5.3 have an LT1 style trans?
03-06-2008, 08:27 PM #4
5.3 shouldnt have and lt1 style but thats all that makes sense and the input shaft and stator changed from lt1 to ls1 look at it of take some pictures and I can show you the difference
03-06-2008, 09:49 PM #5
I don't have any pictures but a couple of months ago I sold them a trans identical to this one (out of a 2000 Silverado) and they put it in a 2001 Siverado and it bolted right up and worked fine.
What years did they use the "LT1" style trans?
Why would this trans bolt up to a 2000 5.3 but not a 2002 5.3?
There has got be more to this story.
03-07-2008, 02:32 AM #6
- Join Date
- Jun 2006
- Calimesa, California
One way to tell what you have immediately is look at the top of the bell housing. The LS1 has a bolt hole in the top of the bell housing, where LT1's do not. Two the input shaft on the LS1 is longer, the stator support is longer, the input shaft has the lockup seal just behind the input splines. LS1's use a different torque converter and flex plate altogether.
03-07-2008, 05:40 AM #7
Alright! I should have given them the flex plate with the trans.
03-07-2008, 06:06 PM #8
Can you get us pictures of the front of both transmisssions?
03-08-2008, 07:20 AM #9
I'll get pictures of the 2000 trans I sold them next week 'cause they are sending it back. They said the bell housing on the 2000 would not bolt up to the 2002 block. I find it hard to believe that after 46 years GM changed the bolt pattern on the back of the block.
When they changed the bell housing they changed the torque converter. They must have got the wrong one. Any way, they gave up.
I'll get pictures as soon as I can.
03-12-2008, 06:47 AM #10
Here's the trans I sold them. Thier mechanic says it won't bolt up to a 2002 5.3 engine. Now I'll try down loading the picture.
03-12-2008, 06:09 PM #11
03-14-2008, 07:08 AM #12
They never put an LT1 engine in a truck.
This trans in the picture is out of a 2000 Silverado with an LS1 5.3, The same trans they used behind the LS1 5.3 from 1999 to 2001.
My question was if it fits on a 2000 LS1 5.3, then why won't it fit on a 2002 LS1 5.3???
03-14-2008, 09:07 AM #13
- Join Date
- Jun 2007
- 2001 Trans Am WS.6 M6
03-14-2008, 02:39 PM #14
Yeh, when it's in a Camaro, Firebird or Corvette. The LS series of engines are also built in 4.8, 5.3, 6.0 and 7.0.
03-22-2008, 02:17 PM #15
u need a 4l65e not 4l60e
03-22-2008, 05:41 PM #16
I have since found out that the 4L60E and the 4L65E are interchangeable on all the V8 rear wheel drive cars and trucks except for a few minor changes like shift lever and tail shaft housing (Camaro/Firebird).
The problem I had was an idiot in the service department does not want the owner to buy parts from me.
Chevy has the same bolt pattern on the back of thier V8 engines since 1955.
You can bolt any Chevy V8 bell housing to any Chevy V8 engine.
Last edited by ted-c; 03-22-2008 at 05:43 PM. Reason: spelling
04-07-2008, 01:02 PM #17
- Join Date
- Feb 2007
- Little Rock, Ar.
I have a 99 5.3 1/2 ton and an 01 5.3 1/2 ton. One's a 2wd and one is a 4wd and both have the same tranny bolt pattern and tc with the bolt hole on the top. that looks totally different from mine.
04-17-2008, 10:39 AM #18
04-23-2008, 09:30 PM #19
The LS is Generation III and Generation IV, the latest evolution of General Motors' line of small-block V8 engines. The LS series was a clean sheet design. Although it draws on the heritage of the classic Chevrolet small-block, the LS is all-aluminum and has 6-bolt main bearing caps.
GM LS1 engine from the Chevrolet CamaroThe LS1 shares little other than similar displacement, external dimensions, and rod bearings, with the earlier small-block V8 engines. It is an all-aluminum 5.7 L (346 in³) pushrod engine and was rated between 305 - 350 hp (227 to 261 kW) and 335-365 ft·lbf (454-494 N·m) of torque in North America, depending on the application. In Australia, continuous modifications were made to the LS1 engine throughout its lifetime, reaching 382 hp (285 kW) in the HSV's YII series and a Callaway modified version, named C4B, was fitted to HSV GTS models producing 402 hp (300 kW).
GM LS6 engine in a Chevrolet Corvette Z06LS6 can also refer to a 454 in³ Chevrolet Big-Block engine of the 1970s
The LS6 is a higher-output version of Chevrolet's small-block LS1 engine. It is an all-aluminum 5.7 L (346 in³) pushrod engine. The initial 2001 LS6 produced 385 hp (287 kW) and 385 ft·lbf (522 N·m), but the engine was modified for 2002 through 2004 to produce 405 hp (302 kW) and 400 ft·lbf (542 N·m) of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 400 hp engine later. The V-Series used the LS6 for two years before being replaced by the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new 7.0L LS7.
The LS6 shares its basic block architecture with the GM LS1 engine, but other changes were made to the design such as windows cast into the block between cylinders, improved main web strength and bay to bay breathing, an intake manifold and MAF-sensor with higher flow, a camshaft with higher lift and more duration, a higher compression ratio and a revised oiling system better suited to high lateral acceleration. 
In 2004, the Generation III was superseded by the Generation IV. This family includes some of the largest small-blocks produced: displacement ranges up to 7.0 L and output to 505 hp (373 kW). Building upon the Generation III design, Generation IV was designed with displacement on demand in mind, a technology that allows 4 cylinders in alternating fashion from side to side and front to back to be deactivated. It can also accommodate variable valve timing. A 3-valve per cylinder design was originally slated for the LS7, which would have been a first for a GM pushrod engine; but the idea was shelved owing to design complexities and when the same two-valve configuration as the other Generation III and IV engines proved to be sufficient to meet the goals for the LS7. It has been reported that the LS3 and an upcoming 6.0L Vortec engine represent the final two designs to be considered in the Generation IV engine family, and that future designs - expected around 2009 - will be part of the Generation V engine family.
GM LS2 engine in a 2005 Chevrolet CorvetteThe LS2 was introduced as the Corvette's new base engine for the 2005 model year. It produces 400 hp (298 kW) at 6000 rpm and 400 ft·lbf (542 N·m) at 4400 rpm from a slightly larger displacement of 6.0 L (364.3 in³). It is similar to the high-performance LS6, but with an improved power peak and more torque throughout the rpm range. The E-series HSV's are equipped with a 412 hp (307 kW) and 406 ft·lbf (550 Nm) version.
GM LS3 Engine in a 2008 Chevrolet CorvetteLS3 can also refer to a 402 in³ Chevrolet Big-Block engine of the 1970s
The LS3 was introduced as the Corvette's new base engine for the 2008 model year. It produces 430 hp (321 kW) at 6000 rpm and 424 ft·lbf of torque (575 N·m) at 4400 rpm and is SAE certified. The block is an updated version of the LS2 casting featuring a larger bore of 4.06 in creating a displacement of 6.2 L (376 in³), 0.2 L larger than the LS2. It also features higher flowing cylinder heads sourced from the L92, a more aggressive camshaft with 0.551" lift, a revised valvetrain with 6 mm offset intake rocker arms, a high-flow intake manifold and 47 lb/hr fuel injectors from the LS7 engine.
LS4 (still in a car not a truck)
5.3 L LS4 V8 in a 2006 Chevrolet Impala SSLS4 can also refer to a 454 in³ Chevrolet Big-Block engine of the 1970s
The LS4 is a smaller 5.3 L (325 in³) version of the Generation IV block. Though it has the same displacement as the Vortec 5300 LH6, it differs in that it has an aluminum block rather than an iron one and it uses the same cylinder head as the Generation III LS6 engine.
This engine is adapted for transverse front-wheel drive applications. In order to fit into the smaller engine compartments designed for V-6s, the LS4 engine block had to be shortened by one inch. Displacement on Demand is also used. Output of this version is 303 hp (226 kW) and 323 ft·lbf (438 N·m).
7.0 L LS7 engine in a 2006 Chevrolet Corvette Z06LS7 can also refer to a 454 in³ Chevrolet Big-Block engine of the 1970s
The LS7 is a 7.0 L (427.6 in³) engine, based on the Gen IV architecture. The block is changed, with a larger 4.125 in (104.9 mm) bore and longer 4.00 in (101.6 mm) stroke than the LS2. The small-block's 4.4 in (111.8 mm) bore spacing is retained, requiring pressed-in cylinder liners. The crankshaft and main bearing caps are forged steel for durability, the connecting rods are forged titanium, and the pistons are hypereutectic, possibly to keep the relatively small mass pistons in check when they thermally expand at operating temperature. The two-valve arrangement is retained, though the titanium intake valves by Del West have grown to 2.20 in (55.9 mm) and sodium-filled exhaust valves are up to 1.61 in (40.9 mm).
Reports indicate that a 6.2 L (376 in³) LS9 is due in 2008. Displacement is the same as the 6.2 L LS3; the LS7 was not used due to the higher cylinder pressures created by the supercharger requiring the thicker cylinder walls of the LS3. Cylinder dimensions are now 4.06 in (103.25 mm) bore with a 3.62 in (92 mm) stroke. It is equipped with an Eaton four-lobe Roots type supercharger and is stated to produce at least 620 hp (463 kW).
Versions of both the Generation III and Generation IV V8 have also been used in trucks and SUVs. These are usually branded as GM Vortec engines.
Sorry for the long post they said it better than I could.
Last edited by LS1buckey; 04-23-2008 at 09:57 PM.
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