It solved the 2-3 hang time problem completly, but I still have an upshift problem with it trying to shift from 2-4 on the very first shift when cold {auto shift or manually}. Immediatly after that shift, it will shift 2-3 fine like it's supposed to. I'm interested in any ideas anyone has that could be causing this? I've been wanting to pull it back apart to install some more goodies but I want to have a plan to eliminate this 2-4 cold shift thing before I do so.

 

Good point. I beleive the 95+ PWM control applies the TC clutch slower / smoother than the 94- units do, which causes a problem when using a 94- coverter in a 95+ tranny. The slower apply of the newer PWM control circuit creates more heat / friction, which the newer converter clutch lining is made to withstand. Using an older model {700r4, 4l60, 94 4l60e} converter in a PWM controlled tranny {which will physically work} will cause premature failure of the older TC clutch.
I took my TCI 3000 10" stall w/ 12" clutch back out about 2 months ago and took it back to TCI for re-stall. I haven't put it back in yet and have been running a 87 700r4 converter since then. The converter clutch is already showing signs of slippage and although holds well after initial engagement, it will not hold the torque of 18% TPS on the initial apply. It did when I first put it in 2 months ago.
When I first installed the 700 converter, I reduced the converter shift time in the program with LT1_Edit as much as possible, an eliminated the check ball in the ball capsule, {re-installed the capsule} but the PWM control is still too soft for the older type clutch material.

 

Well I was having basically the same problems with my 60E so I replaced the TPS today (old one looked fine on my scanner but I wanted to know for sure) and I still have the same problem.
I am switching over to a TH350 no matter what, I have already got most of the parts I need.

I am curious as hell however why the tranny was fine for 26k and then all of sudden it does not want to shift into 3rd at part throttle? If I give it 3/4 throttle or more it shifts right into 3rd and 4th and will stay in those gears and drive fine. If I take off at a moderate speed it shifts but you can feel it fall on its face and just rev till I manually shift it back down to second.
All the electronics are working correctly cause it will shift fine as long as your well into the throttle.
Would love to know why it has this problem.

 

Too bad you are going to a 350, they are not that much stronger then a well built 700 or 4l60. I actually have a few TH350 clutches in mine (I hope that isn't one of Franks secrets, sorry if I am telling your secrets Frank...)


Anyway, if you do decide to keep the 4 speed tranny over the 350, then call Frank (link in my sig) and tell him your problems, I am sure he can help you out, and I am not talking about just building you a tranny... He has helped a lot of guys out by telling them what he thought was wrong, and almost everytime I have heard of he has been right on the money with his trouble shooting over the phone. I have done it a couple of times, give him a call I am sure he can let you know what is wrong with your tranny.

 

Yeah I am sure he could too.
I don,t wanna pay to get a 60E to last behind what I am building, if its even possible. I have an LT1 manifold sitting in the garage thats plumbed with a direct port setup with cheater solenoids. I plan on spaying a built 383 with a 250 shot. No way will a 4L60E stand up to that.
Rossler is going to build me a tranny, it may turn out to be a TH400 but if he can do a TH350 then I will go with it. I can get a TH350/400 for half what a built 60E would cost and a TH400 is 28 lbs lighter, I lose OD thats a given but I will live with it.

I am just very curious why it works at 3/4 to full throttle but not at part throttle?

 

No quarantees on what parts, but it sounds like something is broken and not allowing enough pressure at low TPS to engage the gear. When you give it more Throttle the CPU tells it to give more line pressure and that might be enought to allow it to apply. If you have a tuner and just want your car drivable until you get the new tranny then you should be able to cheat it by increasing line pressure accrossed the board, but you know that this is just going to mask the problem and depending on what is broke it might also cause the clutches to go out sooner. At least that way you can not worry about it right now and get tthe new setup...

BTW, to everyone else out there reading this...
This is not a recomended fix for this problem, it is a work around recomended for this guy because he is replacing the tranny anyway, it is never a good idea to mask problems rather then solving them....

 

I don't think it is electronics, the 4L60E is a universal transmission. 94-97 camaro 4L60E should all work for any camaro those year. As far as the tcc, yes, you need to make sure its the same as the trans it is going on, whether on/off, or pwm. You can use a 4L60E out of a 3.4, 3.8, in a 5.7, or the other way around. The gears inside may be a little different but nothing to effect hardly anything at all. They were all built to the same specs as far a strength internally. Maybe this one is just cursed. lol. Best of luck man.

 

3.4 and 3.8 and 5.7 tranny are the same with the exception of the input shaft and bell housing