Swapping out a TH350 for a TH700R4
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*Drive shaft lengths (4x4) may need changed depending on the truck configuration (if using non-stock transfer cases e.g. NP205 in place of an NP241 and/or driveline swaps e.g. Jeep 4.0L to 700R4 and/or Chevrolet powertrain to existing transfer case (Jeep, Land Cruiser) - 700R4 transmission adapter to transfer case has a THM350 bolt pattern but thinner to compensate for the 700R4 and early 4L60E prior to the introduction of the 2 piece case/bolt on bellhousing (1996+ 4L60E has a 2 piece bellhousing and six bolt tailhousing). | *Drive shaft lengths (4x4) may need changed depending on the truck configuration (if using non-stock transfer cases e.g. NP205 in place of an NP241 and/or driveline swaps e.g. Jeep 4.0L to 700R4 and/or Chevrolet powertrain to existing transfer case (Jeep, Land Cruiser) - 700R4 transmission adapter to transfer case has a THM350 bolt pattern but thinner to compensate for the 700R4 and early 4L60E prior to the introduction of the 2 piece case/bolt on bellhousing (1996+ 4L60E has a 2 piece bellhousing and six bolt tailhousing). | ||
*You need to hook up the wiring to the TH700R4 transmission to have converter lockup control. There are several kits available from simple to road speed adjustable designs, or the wiring can be done from scratch. | *You need to hook up the wiring to the TH700R4 transmission to have converter lockup control. There are several kits available from simple to road speed adjustable designs, or the wiring can be done from scratch. | ||
| − | *4L60E has full electronic shifting done by the PCM - early model looks similar to 700R4 but without the mechanical governor assembly and the presence of a connector plug (green or black if after 2004). Some early 4L60Es will have a pulse width modulator (PWM) and VSS output sensor on the RH side during the 1995 model year when OBD 1.5 was phased in (e.g. California-market automobiles); 1996-2002 4L60E (all PWM equipped) introduced a bolt on bellhousing and six bolt tailhousing (first used with the 4.3L (V6-90) and some GMT400s (C/K truck, SUVs (Tahoe, Yukon, Suburban, Escalade, Denali); 1997-present LSx (GEN III, IV) has a seven bolt bellhousing and a longer input shaft using torque converters with a smooth faced snout which is 5/8" longer than the 4.3L/GEN I which requires the use of a transmission adapter 19154766 (exception for Supermatic torque converters sold through Chevrolet Performance) - 4.3L V6-90 used with GMT800s (including Astro/Safari, GMT330 (Blazer, Jimmy, Bravada, S10/Sonoma) had redesigned crankshaft pilot depth of 1.410" to compensate for torque converter fitment. | + | *4L60E (1993-present) has full electronic shifting done by the PCM - early model looks similar to 700R4 but without the mechanical governor assembly and the presence of a connector plug (green or black if after 2004). Some early 4L60Es will have a pulse width modulator (PWM) and VSS output sensor on the RH side during the 1995 model year when OBD 1.5 was phased in (e.g. California-market automobiles); 1996-2002 4L60E (all PWM equipped) introduced a bolt on bellhousing and six bolt tailhousing (first used with the 4.3L (V6-90) and some GMT400s (C/K truck, SUVs (Tahoe, Yukon, Suburban, Escalade, Denali); 1997-present LSx (GEN III, IV) has a seven bolt bellhousing and a longer input shaft using torque converters with a smooth faced snout which is 5/8" longer than the 4.3L/GEN I which requires the use of a transmission adapter 19154766 (exception for Supermatic torque converters sold through Chevrolet Performance) - 4.3L V6-90 used with GMT800s (including Astro/Safari, GMT330 (Blazer, Jimmy, Bravada, S10/Sonoma) had redesigned crankshaft pilot depth of 1.410" to compensate for torque converter fitment. |
[[Category:GM]] | [[Category:GM]] | ||
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