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I need a few things from you guys.

This is a discussion on I need a few things from you guys. within the Automatic Transmission forums, part of the Drivetrain category; I need a wiring diagram for the 4l60E in the 98-02 F bodys, i also need a site that has ...

  1. #1
    Stockitie Stock Stock 95camaroZNC's Avatar
    Join Date
    Jun 2008
    Raleigh NC

    1999 Trans Am

    I need a few things from you guys.

    I need a wiring diagram for the 4l60E in the 98-02 F bodys, i also need a site that has a description of how the transmission works, i found the manual on camaro5 but its been taken down since its been posted, both of these would be super helpful, i need them for a class tomorrow and ive been googling for 2 hours and not had much luck.

  2. #2
    ʢ ൧ ൨ ൩ ൪ ൫ ൬ ൭ ൮Ր Ց Ւ Փ Smittro's Avatar
    Join Date
    Feb 2009

    2008 Hummer H3

    Here ya go, maybe this will get ya going in the right dirrection..

    4l60e wiring diagram - Bing Images

  3. #3
    Super Moderator
    pajeff02's Avatar
    Join Date
    Feb 2009
    Mansfield, PA

    Black & Blue
    '02 WS.6 / '07 Suburban

    Do you need more? Here is a copy and paste from Wikipedia (no guarantee on the accuracy of the info):

    700R4 / 4L60 / 4L60E / 4L65E

    The Hydramatic 700R4 was introduced in 1982 for use in Chevrolet/GMC vehicles.

    In 1990, the 700R4 was renamed the 4L60. Under the new designation, the "4" stands for the number of forward gears, the "L" for longitudinal applications (rear-wheel-drive), and the "60" relates to the relative torque capacity.

    1992 was the last year of widespread usage of the 700R4 (4L60).

    1993 Camaro, Corvette and Typhoon were equipped with the last production 700R4's. The last design change of the 700R4 was an added checkball to the valve body.

    In 1992 electronic controls were added, and it became the 4L60-E. The 4L60E went into service in trucks, vans, and SUVs in 1993 (for the record, some HD trucks had the 4L60) and in all RWD passenger cars (Corvette, F and B/D bodies) in 1994.

    In 2001, an updated version — the 4L65-E, was introduced. Five-pinion planetaries, along with a strength-improved output shaft, were improved to withstand the 300+ ftlb (400+ N·m) of torque of the 6.0 Vortec engine.

    [edit] 700R4 / 4L60 / 4L60E / 4L65E / Technical Description

    The 700R4 can be identified by the oilpan having a rectangular shape being longer front-to-rear than side-to-side and held to the transmission by 16 bolts: three bolts front and rear; five bolts left and right sides.

    The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to the engine is 20 in (51 cm) overall. From the engine/trans mating surface to the crossmember mount bolt is 22.5 in (57 cm), and engine/trans surface to output shaft housing mating surface is 23.375 in (59.37 cm) overall, with the tailshaft housing typically measuring 7.625 in (193.7 mm).

    Transmission fluid cooler lines on the 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are .25 in (6.4 mm) pipe thread, and CAN include an adapter from the factory for threaded steel lines in a SAE size. 4L60Es manufactured after 1995 use the modern-day snap-in connections as opposed to threaded SAE fittings.

    The original version of the transmission had a 27-spline input shaft which was a common failure point. In 1984, 700R4's designed for use behind Chevrolet small block V8's received a 30-spline input shaft similar to those found on classic TH400 transmissions and which also used a different torque converter than its 2.8 V6 and 2.2 L4 powerplants. Between 1984-1987, internal components, from the ring gear to the oil pump housing, were updated, ending with the auxiliary valve body (for 700s manufactured after October 1986).

    In 1995, the 4L60E received a PWM-controlled lockup converter. 1994 fullsize chevy trucks have been seen with PWM; Late year 1994s are equipped with PWM (referred to as model year 1995). Only for sure way to know is pull the transmission out and PWM will be stamped into the front of the transmission below the input shaft.

    In 1996, GM introduced a redsigned 4L60E tranmission case that incorporated a bolt-on bellhousing and an 6 bolt tailhousing. The 1996 and up model 4l60Es are referred to Late-model 4L60Es, and the 1993-1995 are referred to as the Early-model 4L60E. Both transmissions are essentially the same internally with only minor modifications. The Early-model and Late-model 4L60Es are not interchangeable.

    For the model year 1996 GM trucks, there was 2 versions of the 4L60E transmissions. One had a bolt on bellhousing the other did not. Both designs have been interchangeable. PWM (Pulse Width Modulated) is a term referred to on how the Torque Converter locks up. The early designs simple lock or unlock while the later design can varibly lock as to not feel the lock up occur.

    The gearing for the 700 is:
    First - 3.059:1
    Second - 1.625:1
    Third - 1.000:1
    Fourth - 0.696:1
    Reverse - 2.294:1

    (commonly rounded off to 3.06, 1.63, 1.00, 0.70, and 2.29).

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