4L60E Trans and Converters

[Dan Fahey]

Can you install a non locking racing converter in place of a locking converter without issue?

D

[ss3011]

There were 4 different turbine shafts available for the 700-R4 and 4L60e . The 4L60e came with 2 of them , a 298mm style , 30 spline , with a short stub journal with a seal on it , on the engine end of the shaft , and a second style meant for the 300 mm converter , 30 spline , but with a larger o-ring seal after the spline closer to the pump . As long as you inform the converter manufacturer which style shaft you have , there should be no problem using a converter without a converter clutch in it .

[Ed Wright]

Been a few years since I delt with this, while my race car was still a street car. Seems like it required an input shaft without the passage through it, or the hole in the shaft plugged. Wish I could remember which. The people at TCI or ATI could tell you.

That 3.06 low gear is not likely a big issue for your car. Mine was like a tractor. Standing straight up, or spinning the tires. Front end stayed up through second gear in good air, if it hooked well. Likely not so much of an issue in a 4000 lb car with less hp. Big RPM drop at the shifts won't help anything. T350 trans was faster.

[Jim Kaekel]

Concerning the 3.06 first gear, Sonnax offers a replacement 2.84 gear set.

[Ed Wright]

Originally Posted by Jim Kaekel

Concerning the 3.06 first gear, Sonnax offers a replacement 2.84 gear set.

That would be some help.

[Dan Fahey]

Originally Posted by Jim Kaekel

Concerning the 3.06 first gear, Sonnax offers a replacement 2.84 gear set.

My car seems to love the 3.08
For K/SA minimum weight is 4057.
Going to be little more than 4100lbs.
Can definitely see benefit of a 2.84 gears for the Camaro/Firebird

D

[Jim Kaekel]

Originally Posted by Dan Fahey

My car seems to love the 3.08
For K/SA minimum weight is 4057.
Going to be little more than 4100lbs.
Can definitely see benefit of a 2.84 gears for the Camaro/Firebird

D

I would certainly consider trying it. Although your car is hefty, a lower numerically gear set would provide closer ratios and less RPM drop on the gear changes, and may pick you up some E.T. The 3.06 may provide a quicker 60', for example, but that certainly doesn't guarantee that you will have a quicker E.T. slip. Just my .02.

[Dan Fahey]

Originally Posted by Jim Kaekel

I would certainly consider trying it. Although your car is hefty, a lower numerically gear set would provide closer ratios and less RPM drop on the gear changes, and may pick you up some E.T. The 3.06 may provide a quicker 60', for example, but that certainly doesn't guarantee that you will have a quicker E.T. slip. Just my .02.

That can be an option down the road.
Does great in 1/8 mile and does not bog in between.
Already in third before the 1/8th mile..

D

[James Packer]

You need to modify the convertor clutch circuit to feed the torque convertor properly by using a kit like this https://www.summitracing.com/parts/trg-4l6-ccv.

[Dan Fahey]

Originally Posted by James Packer

You need to modify the convertor clutch circuit to feed the torque convertor properly by using a kit like this https://www.summitracing.com/parts/trg-4l6-ccv.

My Trans was built by PerformaBuilt Trans

http://www.performabuilt.com/gm%20pe...d%20truck.html

Just called and talked to Frank at PerformaBuilt...
I can install a Non-Locking converter in place of the Locking Converter with no issues.
Should have spoken to him first.

Now have to decide the correct size and stall.

What is a good stall speed to start with 5000rpm?
John Partridge suggested 5500/5600 with full up Stocker cam.


Dan