GM 4T60-E transmission

[85_Olds_Ciera]

Can the GM 4T60-E transmission be made into a "manual pushbutton" transmission? (without using computer setup).

Just line voltage controlling it?

Any pointers, thanks..

[handshift]

Yea you have to find a trans control like a dianostic tool look on ebay .there are one you can hook up to the trans and manualy shift . To test of corse . but if you are manual shifting it for track use why not .

[85_Olds_Ciera]

Yea you have to find a trans control like a dianostic tool look on ebay...

Maybe within another month, I will have the time to research this topic.

Selecting the gears and TC would be a piece of cake, but the "Pressure Control Solenoid" would be something to consider.

All I need is the theoretical side of this equation to see if a simple device could be used...rather than paying some $700.00+ for a stand alone computer solution: Programmable Electronic Automatic Transmission Controller

I can pick up a Deer smashed vehicle, with a decent motor, that has this tranny for $200.00...but I want to install it in an older vehicle...and to pay $700+ for a computer to shift it is way too much.

[sharkey]

why not just use the pcm/wiring harness from the newer vehicle???

line pressure in the 4t60e is controlled by the vacume modulator, there is no epc solonoid for the computer to controll. the computer controlls 2 shift solonoids, and a lockup solonoid. you can controll this tranny fully by switches. basicly you need to run 12v+ key on power to the tranny, and have 3 switches, one for shift solonoid A, one for B and one for lockup, the switches controlling the ground. you would need to turn the switches on/off in the right sequence to get it to shift in the correct pattern. one thing i would recomend is wiring a vacume switch between the lockup solonoid and switch (like an old lockup th350 used) so when you tip into the throttle lockup disengauges. the lockup clutch isnt meant to hold any power, and having it locked when you lean on the throttle can burn it up, having the vacume switch would prevent this issue.

[85_Olds_Ciera]

why not just use the pcm/wiring harness from the newer vehicle???
.
line pressure in the 4t60e is controlled by the vacume modulator

Ok...thanks.....but:

On this transmission, it has Seven Wires

A. Two wires for temp sensor
B. 1-2 shift wire
C. 2-3 shift wire
D. TCC wire
E. TCC PWM wire
F. Ground Wire

What is the "TCC PWM" wire for? Isn't that involved with the "electronic Vacuum Modulator" circuit?

On a 4T65-E Transmission, the following tidbits:

The TCC style in this trans is a PWM type, which stands for Pulse Width Modulation. This style PWM TCC system was developed to allow for a smooth engagement of lockup and allows constant slippage of the TCC and can apply in 2nd through 4th gears. The constant slippage is tolerable to the converter because of a special TCC lining developed especially for this purpose and is called a Woven lining. An ordinary TCC clutch would burn up and shudder vilently if used in this type of system.

[bszopi]

Here, just read this: http://www.60degreev6.com/showthread.php?t=37494

[85_Olds_Ciera]

Here, just read this: http://www.60degreev6.com/showthread.php?t=37494

Yes...thx...but he notes "...the ECM is from a 1993 Buick Regal (the only ECM I could find that would run a 3.1 MPFI and the 4T60e)."

Which is another topic, imho....here is what someone pointed out to me recently on this topic:

As for the pwm TCC it wouldnt be a big deal as you could wait until OD comes in and have lockup turn on then and it would be a simply 100% apply which would possibly be a bit firm, but the TCC regulator pressure feed comes from the regulated pressure after the pressure control solenoid, so if it was not being used there would be max line pressure at all times and lockup may be way to brutal and destroy the lockup clutch in the converter.

[bszopi]

Read posts 7,8 and 9 as far as the PWM solenoid goes. And it depends on which tranny you have, as some of them don't have the PWM solenoid:



And from the GM Service manual:

The purpose of the Transmission Converter Clutch (TCC) feature is to eliminate the power loss of the torque converter stage when the vehicle is in a cruise mode. The TCC system uses a solenoid operated valve to couple the engine flywheel to the input shaft of the transmission through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. For the converter clutch to apply, at least two conditions must be met.

• Internal transmission fluid pressure must be correct.
• The PCM completes a ground circuit to energize the TCC solenoid in the transmission, which moves a check ball in the fluid line and allows the converter clutch to apply.

A second solenoid, the PWM (Pulse Width Modulator) solenoid is used to regulate the fluid pressure to the torque converter clutch to "cushion" the apply of the clutch. The PCM controls the TCC apply solenoid by looking at several sensors.

• Engine must be in closed loop operation.
• Vehicle Speed Sensor (VSS). Speed must be above a certain value before the clutch can apply.
• Coolant Temperature Sensor (CTS). Engine must be warmed up before the clutch can apply.
• The 4T60-E transaxle uses two solenoids for shifting. Based on N/V ratio (engine speed vs vehicle speed) the PCM knows which gear the transaxil is operating in. The PCM uses this information to vary the conditions under which the TCC applies and releases.
• Throttle Position Sensor (TPS). After the converter clutch applies, the PCM uses the information from the TPS to release the clutch when the car is accelerating or decelerating at a certain rate.
• Another switch used in the TCC circuit is a brake switch which opens the 12 volt supply to the TCC solenoid when the brake is depressed.

[85_Olds_Ciera]

And it depends on which tranny you have

I'm going to take a second look at that vehicle Tuesday...I know it has a seven wire setup...thanks,

[sharkey]

basicly you would be eliminating the pwm lockup (modulating pressure to it to slip the clutch so you dont feel it engauge). when lockup transmissions came out, lockup was on or off, and you would feel it, however it wasnt as hard as a shift, all you really noticed was the engine tugged down.

from what i remember, you just dont hook the tcc pwm solonoid up.

[stra0529]

95 lesabre with 92 bonneville trans?? Need help.

Hello, need some advice...

I have a 95 lesabre 3800 V6 with 4t60e transmission that went out. A while back i bought a 92 bonneville (50k miles on rebuilt by goodwrench good 4t60e transmission but blown motor) for a backup tranny as mine was starting to slip.

Well my lesabre's tranny finally took a dump after a year of limping along. I took the trans out assuming it would be a direct swap. All bolts lined up and connectors on tranny were identical, both 4t60e. Put it in, started car and seemed fine. Drove it to the end of the driveway and back. Next day on my way to work i took car and noticed it didnt seem to shift, got on freeway and it continued to rev and not shift. Pulled into gas station and turned off car. It wouldnt start, tried to jump and no luck. It than randomly started, seemed good again (besides shifting issue) so i drove it to car-x and had it scanned as engine light was now on (PCM module 1 and module 2 and temp sensor) on scanner. Ok thought just needed new PCM, drove it home but engine started running worse and check engine light was flashing so i stopped at oreileys had it scanned again (P1630, P0755, P1640, P1650, P0325, P0712) codes came up, figured just need new PCM again as this controls all of the knock sensors and trans sensors.

Did some research (before and after I obtained ECM from 92 vehicle at junkyard)... Looks like i had the OBD 1.5 with 16183247 PCM but transmission wants the OBD 1 (16141470). The transmission from the bonneville doesnt have the ID tag with model info so im not sure about the gear ratio (chances to be 3.06 or 2.84) but do know that the gear ratio in the lesabre was 2.84 so the VSS Reluctor might be off (30 vs 31) and not sure what that will cause... speedo off?

Does anyone know if i can rewire and cut the connectors from the OBD1.5 PCM and splice in the connectors from the OBD1 ECM. If not, can I reflash the OBD 1.5 PCM with .ads and .xdf files from the ECM to the PCM so i can leave the wiring in tact (also found .bin files)? Will the definition files from tunerpro.net be all thats needed (besides sw and cabling) to update the PCM if so? Just curious if this is an option, what sw would be required. Is there some place someone could recommend to perform this for me if possible.

note/details: i installed torque converter and tranny from 92 bonneville into the 95 lesabre, before install, cleaned tranny and converter well and installed new front pump seal, tranny filter and trans oil.

THANKS for any feedback and input on what path i should adventure down next. Im without a car and very short on cash so looking for cheap way to get 'er up and running.

[gpse3400]

You will want to start with those codes first. You might have a pinched wire somewhere.

[grandprixgtp_93]

the tool your refering to is called a shafer shifter and yes it can theroreticly be used as a manual shit box as we use them during test drives to test transmissions at school they are touchy and if you dont know what your doing you can blow the transmission this tool even allows you to boost mainline pressure so your transmission shifts harder which can be dangerous and break parts. we maxed the mainline pressure on an automatic cobalt with the 4t45e and it was getting tire scratches on the dyno at my school

[grandprixgtp_93]

Hello, need some advice...

Does anyone know if i can rewire and cut the connectors from the OBD1.5 PCM and splice in the connectors from the OBD1 ECM. If not, can I reflash the OBD 1.5 PCM with .ads and .xdf files from the ECM to the PCM so i can leave the wiring in tact (also found .bin files)? Will the definition files from tunerpro.net be all thats needed (besides sw and cabling) to update the PCM if so? Just curious if this is an option, what sw would be required. Is there some place someone could recommend to perform this for me if possible.

idk about the spliceing but i do know you cannot reflash obd1 and 1.5 as they are prom computers you would need to get a programmed chip for the change wot-tech might be able to tweak their chips for the trans difference and the possiably different gears. but idk. prom=programable read only memory