The SEMA show will see the release of a new aftermarket component from TCI Automotive, the 4X Transmission Bellhousing Adapter and Flexplate Kit enabling installation of a GM 4L60E transmission in a vehicle motivated by a Ford small block engine.
The kit adds the GM 4L60E as an additional four-speed overdrive transmission choice for small block applications, while keeping necessary modifications to a minimum.
Source: TCI Automotive, SEMA
The TCI Automotive 4X Transmission Bellhousing Adapter and Flexplate Kit includes a precision-machined bellhousing adapter with strengthening ribs. Handy access is provided to the torque converter bolts by an inspection plate. An engine-specific steel flexplate enables connecting the GM transmission with the Ford converter. Its compact design means that no tunnel mods are necessary.
The basic kit is priced at $712.99. TCI Automotive also offers a more comprehensive package that adds a transmission cooler, a dipstick, and supporting hardware to the bellhousing adapter and flexplate. The kit can also be used with a TCI Automotive 4X transmission instead of a GM 4L60E.
Source: TCI Automotive, SEMA
The GM 4L60E transmission was first introduced in 1997 as the electronic version of the 1990-debuted 4L60. The 4L60E transmission was used in production GM vehicles through 2013 thanks to its high versatility and various updates to its design. It is operated by two solenoids that can be activated in sequences allowing four different gear ratios.
The 4L60E transmission is a four-speed able to handle transmission of engine power for vehicles of up to 6,000 pounds gross weight in its stock configuration. It is rated to support up to 360 pound-feet of torque and can be used with either V6 or V8 engines in its OEM form. The transmission is a favorite for rebuilds, with some strengthened versions capable of operating with engines developing over 1,000 horsepower.
The upcoming SEMA show where the kit will debut is scheduled for October 31st through November 3rd, at the Las Vegas Convention Center. While the show itself is open only to the automotive trade, SEMA Fest on November 3rd and 4th is a “celebration of music, motorsports and car culture” at the Las Vegas Festival Grounds and is open to the general public.
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Comments
I have that transmission in my 2012 Silverado.
Your an idiot if you waste your money building a 4l60 for high performance use.
Get a 4l80 and fab the tunnel if necessary.
Unless you have sub 10 second build and chasing that last . second or so you are wasting money will be rebuilding your rebuild.
The 4l60 is significantly lighter than the 4l80, and can be easily upgraded to the 4l65, or even the 4l75. It depends on the application really. The 4l80 really isn’t that much better than the 4l60 except when we’re talking about maximum output torque without a 2 speed clutch. 2 application I would choose the 80, drag cars and HD towing. That’s about it.
I love the 4l60. Mine has the 65 upgrade and has been in a hell of a towing truck. It’s pretty good on gas mileage too.
If around 25 pounds is a concern.
The difference in the 1st and 2nd gear ratio on 60 is significant, on a 80 after upshifting you will be back to the peak power RPM quicker.
So ford needs a chevy tanns?? Lololo yea those old rods pretty much have chevy small blocks in them.
Oh the humanity.
The Ford od (FOD) transmission doesn’t allow for 2nd gear converter lockup (doesn’t have a locking converter. 3rd/4th gear actually has a shaft that connects direct to the engine) that lockup shaft is also not nearly as strong and hard to make as strong as a GM transmission. For the 4l60, you can easily upgrade the converter, and there’s plenty of higher torque parts to make robust.
Also, the 4l60 weights 150lbs empty, the 80 240lbs, due to its cast iron housing, as well as higher rotating mass. It weights more than the 6l90, when full, almost as much as the Allison 10
I’ll just stick with my 1990 $300 junk yard AOD that replaced the C6 in my 57 Ranchero 302 V8, sourced from a 79 F150 back in 1979. Its been in operation (AOD) for five years w/o any issues and transformed the driving experience 80%. Better.
My experience with both GM and Ford automatics is the GM boxes are definitely smoother while the Ford boxes are definitely stronger. I’ve got over 200k on a ’02 Ford 4R100 behind a V10 in my Super Duty, lots of towing and only one fluid change in it’s history. I went through several GM 4L60 and 4L60E’s in Suburbans and Tahoes in the same type of duty applications. An old transmission guy told the Ford automatics will work badly longer than the GM boxes will work at all and that’s been my experience as well. But while operating properly, the GM tranny’s are smooth as glass.
I have a 4l80 in a 1980 camaro with a 468 big block and the only mods I had to make was where the cooler lines attach and that required a few taps with a ball hammer. Takes 850hp and has Trans brake and lock up converter. Great on stip or street.
My 93 Sonoma had a 4L60E, so I don’t know where the 1997 introduction date comes into play?