Early 6.0 Chevrolet Transmission Boltup Manuals That Will
GM Engine & Exhaust Performance - What transmissions bolt up to the 4.8/5.3/6.0 - Are there any manuals that will bolt up Particually the Borg Warner.SHARE THIS ARTICLE: Please feel free to share this article on Facebook, in Forums, or with any Clubs you participate in. If you need to join this transmission to a GM truck bellhousing (versions from 1968-1991) with the 5-1/8. It is important that you measure the locating bore on the bellhousing to confirm the 4-11/16' diameter before performing the swap. This includes early (1955-1967) Chevrolet / GMC truck, Chevy car, Buick, Oldsmobile and Pontiac bellhousings.
To make up for the difference, special conversion flexplates are required.The GM 4L60E is the most popular and most common automatic transmission coupled to a Gen III/IV engine because it efficiently transmits power to the driveline, it’s strong, and it’s reliable. The converter doesn’t fit and will not center on the back of the crank. The pump seal will be ruined and will start to leak, causing the pump to fail.
These vehicles came with the GM spacer and bolts and the flat factory flexplate. (Photo Courtesy General Motors)The 6.0-liter Vortec with a 4l80E transmission is the only Gen III/ IV engine that accepts an early GM transmission without a flexplat adapter or spacer. An evolution of the popular 700R4, the 4L60E, is a popular swap transmission.
The Bowtie Overdrives LS swap torqueconverter eliminates the need to use a spacer it bolts directly to the stock flexplate. You must use a crankshaft spacer, such as the Hughes Performance, TCI, or GM spacer and bolts, or a custom converter must be made with a longer-crank hub. TCI has conversion flexplates for automatic transmissions and kits that include the spacer and longer bolts.
Because the flexplate is not flat like previous GM units, a special adapter is required when combining the LS with older GM transmissions. (Photo Courtesy TCI)Here, the dish is in the center of the stock flexplate. (Photo Courtesy Street & Performance)This flexplate adapter from TCI allows you to use an older GM automatictransmission with a Gen III/IV engine and it’s also SFI certified for racing. Note the dish on the stock flexplate this is another reason you must use an adapter flexplate for older transmissions.
(Photo Courtesy Blane Burnett)The clutch mounts between the flywheel and pressure plate. This is a RAM 19.2-pound LS7 flywheel bolted to an LS3. A lighter flywheel allows for quicker revs and shifts they are great for road racing. A heavy flywheel holds more inertia for smoother shifts and easier street driving. The flywheel can also affect the driving characteristics of the engine.
The most important component of these two overdrive transmissions is the throttle-valve cable, or TV cable. (Photo Courtesy Blane Burnett)Adapting the non-electronicallycontrolled 700-R4 and 200-4R requires a little more work. If you require more power, twin-disc clutch kits are available for the LS-series engine.
Aftermarket manufacturers, such as Bowtie Overdrives, offer bolt-on solutions for conversion from TV cable to throttle body.It looks a little odd compared to the earlier Gen I engines, but General Motors left off one of the boltholes on the back of the block. Doing this requires in-depth knowledge of the TV cable system, and is not suggested for novices. Adapting the TV cable to the throttle body on an LS engine is challenging, and you need to maintain the right geometry. If this cable is off by even the slightest amount, the clutches do not fully engage, causing the transmission to burn up and eventually fail.
If it is not set right, the transmission may burn out within a few miles, so take the time to ensure it’s properly adjusted.Almost all Gen III/IV engines in salvage yards, at swap meets, and on Internet sites already have a transmission attached, and the transmission is generally an automatic. (Photo Courtesy Street & Performance)On older overdrive transmissions, such as this 200-4R, the TV cable is a crucial component. Any older GM bellhousing bolts up.
However, these transmissions can be purchased separately through the aftermarket for carbureted LS conversions or when an aftermarket electronic fuel injection (EFI) controller is used.Mechanical/electronic adapters bolt onto the transmission and feed the electronic signal to the computer. These transmissions require computer controls that are contained in the factory ECM. The larger Vortec engines were typically mated to the 4L80E (and 4L85E variant) automatic transmission.
(Photo Courtesy Street & Performance)If the radiator does not have a built-in transmission cooler, it’s necessary to add an external cooler when running an automatic. (Photo Courtesy Street & Performance)These units from Dakota Digital help convert the transmission’s VSS signal to non-programmable electronic speedometers if yours is not compatible with the stock VSS signal. These are available from Street & Performance, AutoMeter, and most gauge suppliers.
(Photo Courtesy Street & Performance)The tailshaft gear drives the speedometer gear, which in turn, drives the speedometer cable to the speedometer. These mechanical speedometer tailshafts are for the 4L60E and 4L65E transmissions. It is placed in front of the radiator.For the newer transmissions, you need to adapt the speedometer output to mechanical output in order to use a mechanical speedometer.
The 6L80 and 6L90 transmissions are used in heavy-duty GM trucks and most of the performance cars. (Photo Courtesy Street & Performance)In 2006, General Motors released a couple of 6-speed automatics for their vehicles. The 4L80E can handle a lot of torque it is quickly becoming the go-to automatic for high-performance LS swaps. (Photo Courtesy Street & Performance)This tailshaft is for the 4L80E transmission commonly found in larger trucks.
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