98 4L60e to a 06 5.3l Vortec. Will it work? - Hot Rod Forum : Hotrodders Bulletin Board
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Old 06-01-2013, 12:41 PM
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98 4L60e to a 06 5.3l Vortec. Will it work?

In the middle of swapping a 2006 5.3l vortec engine and a 99? 4l60e into a 1988 Toyota Land Cruiser. When installing the transmission we encounterd a problem aligning the flex plate bolt holes to the torque converter. They were close but not enough. We ended up elongating the holes slightly to get the bolts to thread in. After doing some research we find that there may be a few problems. One with the PCM from the 2006 Tahoe controlling the older 4l60e. And another about using the dished flex plate off the 06 5.3. From what I can tell the tranny is from a 1998. Another person on a forum says that the trans is from a 99. Not too sure how much it matters. The tranny most likely came from a 4.3l Chevy van. Has the removeable bell housing.

The tag on the transmission says:
98MS D7
4238 182312

Will the 2006 PCM be able to control the transmission? Or will we need to change parts inside the tranny?

Do we need the special crank spacer and longer bolts in order to use this tranmission and this engine/flexplate?

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Old 06-02-2013, 05:38 PM
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Bump Anyone have any ideas?
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Old 06-02-2013, 07:14 PM
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You should check the EWD for the trans against the new PCM.
In otherwords, be sure that the connectors and pin positions are correct for the trans and the computer.
As long as the PCM for the 5.3 was for an automatic, and the trans it was coupled to has the same internal components as the older 4l60e you should be good to go.
I would check the wiring schematic from the original trans from the 5.3 against the diagram for the 4l60e you have.You need to be sure the solenoids and sensors involved are the same or at least compatible.
Plug ins for each should be ompared as well.As long as you can determine the sensor/solenoid package is correct and compatible between the two, then the only thing left is to be sure the pins in the trans connector are in the right posistion.
What trans did the 5.3 have behind it?
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Old 06-03-2013, 08:12 AM
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The engine originally had a 4l60e behind it. It came out of a 2wd Chevy Tahoe. I am going to contact a Chevy dealerand see if they can send us the schematics from the 2 different years The connector looks the same on the tranny as well as the harness.

Another thing I noticed is there is an air gap between the crank amend the end of the torque converter. If I remember correctly the tc should sit in the crank a little. Would this mean we need to install the gm spacer?
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Old 06-03-2013, 05:47 PM
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I doubt the Bowtie franchise will be any help.
If the plug fits it should be fine , but check the schematics between the 2 years to be sure.
Find a schematic from alldata or shop key for them. I think you can get that stuff at Advanced auto or one of the other Mc Parts stores.
I cant say about the gap in the crank to flex plate area , but there have been a few threads here on that in the past. Maybe start a new thread with just that part of the question to round up a few new answers. Best of luck.
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Old 06-03-2013, 10:15 PM
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your 1998 trans.. did it come off a 5.7 liter engine?

If so, it will not directly bolt to the LS series engine. Different converter design, input shaft, stator splines locations, bell housing is deeper,
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Old 06-06-2013, 08:39 AM
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Any trans/engine combo can be made to work. If this trans came from a 1998 Tahoe, It will have had the Vortec 350 L31 GEN 1E engine in front of it.

Since you have a GEN 1E trans and are installing it behind a GEN 3 engine, you will need the crank spacer 12563532, 6 longer bolts 19257940 and flexplate 19260102 .

Picture


The electronics for the 4l60e/65e are the same, if there are some plug differences, you may beed to swap some pins, but I doubt it.


Info came from my post here at the Pacific Perfomace Engineering Trucks forum

GM Performance :: View topic - Installing GEN 3/4 engine on non GEN3/4 trans&vice-versa

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Old 06-07-2013, 05:42 PM
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Thanks for the replys. The crank spacer was installed on the back ( closest to the torque converter) of the dished flex plate today. The torque converter now sits snug into the adapter. There is still much confusion as to if this is right. I don't see much about using a dished plate with an older tranny. Seemes like most is about using a flat flex plate. Which I see would warrant installing the spacer against the crank and the flex plate on top. If I am thinking clearly we are using a late model engine and flexplate with a gen one style tranny.

The engine is from a 06 Tahoe. Flex plate came attached to the engine. The flexplate is dished and the torque converter + ring gear are spaced out towards the transmission from the crank.

The transmission has an unknown history. Most likely came out of a 4.3l Chevy van. early 2000's or late 90s.
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Old 06-07-2013, 07:19 PM
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Makes no sense to me to adapt or use spacer plates when the correct items will bolt directly together.

Also; the electronics are not all the same in the 4L60E series of transmissions.

Hog, you may also want to correct the URL links on some items that do not function well
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Old 06-08-2013, 08:33 AM
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Quote:
Originally Posted by Crosley View Post
Makes no sense to me to adapt or use spacer plates when the correct items will bolt directly together.

Also; the electronics are not all the same in the 4L60E series of transmissions.

Hog, you may also want to correct the URL links on some items that do not function well
I erased the single link that didnt work, thanks.

The electronics in the range that he is talking about are the same, late 90's to 2007 60e/65e are the same. There are differences earlier,but not in this case.

The correct items ARE listed, they are all GM parts.
Crosley you are speaking in circles, 1st you say these parts WONT bolt directly togther, then you state they WILL bolt directly together?

peace
Hog
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Old 06-08-2013, 08:35 AM
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Quote:
Originally Posted by 95ImpySS View Post
Thanks for the replys. The crank spacer was installed on the back ( closest to the torque converter) of the dished flex plate today. The torque converter now sits snug into the adapter. There is still much confusion as to if this is right. I don't see much about using a dished plate with an older tranny. Seemes like most is about using a flat flex plate. Which I see would warrant installing the spacer against the crank and the flex plate on top. If I am thinking clearly we are using a late model engine and flexplate with a gen one style tranny.

The engine is from a 06 Tahoe. Flex plate came attached to the engine. The flexplate is dished and the torque converter + ring gear are spaced out towards the transmission from the crank.

The transmission has an unknown history. Most likely came out of a 4.3l Chevy van. early 2000's or late 90s.
You are using a GEN 3 engine, but your trans is unknown. If it originally had a Vortec 350 in front, that engine is a GEN 1E engine.

peace
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Old 06-08-2013, 11:10 AM
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Quote:
Originally Posted by Hogg View Post
Crosley you are speaking in circles, 1st you say these parts WONT bolt directly togther, then you state they WILL bolt directly together?

peace
Hog
I am not speaking in circles. You are taking my statements all into one group.

I told the OP impy that the engine trans combo he is trying to bolt together will not bolt directly together. Early engine and the LS late design trans will not bolt directly together with out spacer, adapter, altered flywheel parts.

I dont like adapters, spacers, hogging out holes to get bolts in, when the proper model parts will bolt together.

If the OP had the proper year parts, they would bolt together with no spacers, special flywheel, yada - yada. On the flip side I am a hotrodder, so altering , changing stuff is something I am familiar with


you reference Hughes a few times in places. I work for Hughes Performance. I am a full line auto trans builder with near 4 decades experience. I currently build ultra high HP transmissions for Hughes

There is a huge misunderstanding on the engine trans combos as this thread is about. I am glad you have a location with many listings, part numbers , etc
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Old 06-09-2013, 10:04 AM
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Quote:
Originally Posted by Crosley View Post
I am not speaking in circles. You are taking my statements all into one group.

I told the OP impy that the engine trans combo he is trying to bolt together will not bolt directly together. Early engine and the LS late design trans will not bolt directly together with out spacer, adapter, altered flywheel parts.

I dont like adapters, spacers, hogging out holes to get bolts in, when the proper model parts will bolt together.

If the OP had the proper year parts, they would bolt together with no spacers, special flywheel, yada - yada. On the flip side I am a hotrodder, so altering , changing stuff is something I am familiar with


you reference Hughes a few times in places. I work for Hughes Performance. I am a full line auto trans builder with near 4 decades experience. I currently build ultra high HP transmissions for Hughes

There is a huge misunderstanding on the engine trans combos as this thread is about. I am glad you have a location with many listings, part numbers , etc
I apologize, yes I WAS clumping your responses together. Not an excuse, but I get frustrated trying t mentally put together the spacer/flexplate/torque converter combo together in my head. Then being told that they arent necessary for fitting just sent me for a loop. It tough for me to explain certain things, and to comprehend certain details via typing. Which is why I was happy to find that diagram I use that shows the 2 different clearances between the GEN 1/1E/2 engines and the GEN 3/4 engines.
If you have a spare moment, could you please comment on the follwing 3 questions/comments? If not that's fine as well.

1)In this instance, what would the correct parts, the ones that would simply bolt together be, for a 2006 5.3 engine? Trans that originally came behind a GEN 3 engine?

2)Seeing that I, like you, would prefer not to hog out holes. In this same situation, if using a trans from a 1998 Vortec 350 engine was going to be installed behind a 2006 GEN 3 5.3 engine, do the flexplate/torque converter bolt holes need to be elongated?

3) Final question, again I thionk I may have misunbderstoof a reply from you. When you asked me to fix my links that may not work so well. Did you mean that my actual URL links were NOT working, or that the Hughes spacer that I was referencing didnt work so well? I will further cirrect that post over at the Pacific Performance ENgineering truck forum for future use. I have been toild that it has helped a lot of people, you reinforce that thought. If you can think of anything that should be added or taken away, please feel free to comment.

Again I apologize for fumbling your responses, i knew you were a professional in the industry, but didnt know where. Transmission building is one thing I wish I had more experiencing with. A good trans builder is worth their weight in gold. There are so many schiesters out there that give all the good shops a bad name. Dad worked for years as a frame straightener/aiiggnment specialist. He walked 30 ft to work everyday to his small 2 bay shop where he worked solo. He never advertised once, just survived by word of mouth, which is why he HAD to perform quality work EVERYTIME. He raised us 2 kids, and was married for 37 years all working in that shop with cars/trucks on his homemade alignment rack. He could pull wrecks up, down, left, right and from front to back with hydraulic rams. He once had a job on a school bus, where he hooked the front end to a huge tree and the back to another huge tree over at the neighbours place. Then he heated the frame and started pulling with his hydraulics to straighten the frame. That was quite the sight to see. But I'm rambling.

Thanks again.

peace
Hog
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