The 1993 & 1994 are interchangable. The early 1995 is all its own. Late 1995 thru 1997 are the same internally. The tail housings can interchange, and the Impala/Caprice case use the 4 large bolt torque converter cover, the Firebird/Camaro do not. All 1995 & up are PWM, and if you use the Trans-Go Shift kit it will change the PWM valve to a on/off setup, (much better) like earlier non-PWM units.

 

Thanks for the info - that widens my search.
About the transgo shift kits, I have always thought they were top notch, and have them in my th350's and C4's...but Frank at CPT doesn't like them. Can I get an arguement here on why to use or not use that kit?

 

My 96 F-body used the 4 large bolt converter cover.

 

The Trans-Go Performance Shift kit "as is", does not improve the shifts that much. Trans-Go a few years back got very conservative with this kit due to "torque management". The earlier kits very well with this unit. I have "modified" the kit to its former ways, & have changed some of the hole sizes to "match" the 9.5" torque converters. These changes have worked out very well in my units & others when installed correctly. When building the 4L60E, there are many more things that need to be done to make this unit last, than just adding the shift kit. If you are not going into the unit, this it is the best start along with the Corvette servo (if you do not already have one), especially when using a 9.5" torque converter. I know of "no other" modifications that can be done that will do as much as this "modified" Shift kit, without going into the unit.

 

IMO; the Trans-Go 'SK 4l60e series L' shift kit is the cats meow if you want the availability of rock hard shifts. But, as already mentioned, the factory 60e hard parts will not hold up for long. Building it to last will take some $ if you set it up to shift hard and quick. I spent well over $2k for parts to build mine and it's held up to rock hard 1-2, 2-3, 3-4 shifts for 20k+ miles, but I'm holding my breath.
Also
Another 94-97 difference; If you are going to run a PWM system, and a lock-up converter, you'll need a converter with L/U clutches designed for the PWM control. A 94 converter lock up clutch will not last long if used in a PWM controlled transmission. The PWM apply rate will fry the clutch. I ran an 89 700r4 converter with the TCC apply delay set @ .02 sec. in the PCM and no check ball in the input shaft capsule and it only lasted about 2k miles before it would not lock unless the throttle was below 14% TPS value.

 

Oh. The TransGo SK 4l60e series L shift kit

 

Will a 94 4l60e fit a 95? I found one pretty cheap and would pick it up if it fits the 95.