Hello everyone I am new to C4VR. I have finally found others who are working on their C4's

I am using font size 2 and bold, easier for me to read. Oh yea, Save the Wave!!!!!!!!!! Youall

 I have been kicking around installing a manual shift feature in my 4L60E trans which is OE in my 1996 base. The motor is built up by ATK, they supply NAPA. The motor has a Scat 3.75 383ci crank, Dart heads 2.02/1.60 valves, 11.8:1 compression, Comp cam w/230/236 @.50 .570/.576 113*LSA and Crane roller rockers @ 1.6:1 lift.

 I need to understand what is available or at least how it works for the transmission. The car already has 2400 rpm lockup stall converter. All my driving is in the Texas Hill Country, there is a need to drop down a gear or two for engine braking and driving out of the corners.  My brother and I are planning to go on the Hot Rod Power Tour in June. The tour starts in Detroit and ends in Dallas which is only 200 miles North of where I live. We will get a first hand look at drag racing and the special equipment that is used. I went to a drag race a while back for the first time ever. As we walked through the pits we met a man from DFW whose crew were a no show. My son and I jumped in to help pit for him and we are hooked on race fuel and GMC superchargers. No matter what you see on TV those cars are really sudden. Once they start they are just gone!!! The TV lens does not capture the effect. JRB

What exactly do you mean by "manual shift feature"? The shifter itself will accomplish downshifts, and upshifts, and it requires manually moving it...
Just messin with ya!

But really...what are you looking to do with the trans? The stock 4L60 will handle a slight increase in torque, but banging on it will end in failure. Weak points are the sun shell, planets, and, in high torque applications, the input shaft. All of these things have aftermarket replacements that will give good service. Even GM has addressed most of the parts failure with upgraded stuff...now that they no longer use the trans! Typical....they finally get them all sorted out, and reliable, then come out with a new design that's a piece of crap....

So, you want a quicker downshift when you use the shifter? Sounds like you need a reprogram for the PCM, to change the shifts points and pressure, which is what I'm assuming your tuner guy has done to his car?


I've driven some sweeeet roads in the Hill country down there...gets yer heart a-pumpin! Not so much fun at night, tho... gotta watch them deer...and coons...and armerdillys....

|UPDATED|1/5/2012 6:00:31 AM (AZT)|/UPDATED|

Easily done, just install a switch on the wire from the brake switch to trans that supplies the TCC power
When switch is open , it prevents lockup
If you want full manual control of lockup then install the switch on the wire from trans to PCM and run the wire to ground .
When closed you have lockup
Wired as above ,in both setups  you still have  unlock when the brakes are applied


|UPDATED|1/9/2013 7:20:05 PM (AZT)|/UPDATED|

First off, this thread is over a year old. Not sure if Judge Roy Bean is still interested in this or not.....

Second, Mr. Bean has a 1996. The 96 4L60e transmission utilizes a "PWM" Torque Converter Clutch strategy. (1995 was first year of PWM TCC). The converter clutch lining and the solenoid and valving is different in a PWM'd TCC than the earlier non-PWM 4L60 and 700 transmissions. Damage will occur if the TCC solenoid is commanded full on by full-grounding the ECM control side (tan/blk wire) at all times, if the transmission valving and ECM strategy isn't first modified for non-PWM operation.