Originally Posted by willwren
You have to remember the weight difference with the Bonneville compared to the GP, as well as different gearing.
My understanding is the only way to get the 'hd' diff in a 4T60E is with the 2.97 gearing.
Considering your comments on 'everything in the 65 is beefier' I find it sad they typically fail at half the mileage of a 60. I think GM went the wrong direction taking too much mechanical control away from the trans and doing it via PCM.
I agree with the controls and they way they controled the tranny...
I have seen where it was stated that a 4T65-E does not need a cooler as they don't fail from heat related issues... Maybe its true that don't fail from heat related issues, but I'd hate to see any auto trans run at 200-250F in the summer time....
I have said this a million times, Keep in mind I understand that the 4T60, 4T60-E are simmilar, leaving the 65-E an almost complete redesign... I have found on too many occasions that even my 4T60-E was getting too hot for my tastes, 230F is not so friendly to the fluid or the trans its self... adding the cooler killed of 50-60 F in a hurry... I have seen too many of the THM440-T4'*(4T60'*) die deaths here in FL from heat related issues... I added a large cooler to it as well... Bot transmissions are beat on by me but are still shifting and functioning as they should... I feel that the reduction of heat is a help to any auto trans...
And to this day, I still can not stand a 4T45-E or 4T65-E... Every car I have driven with these transmissions left me with the impression that the newer units suck IMHO....
What are tghe most common failures you have seen or heard of when it comes to the THM440-T4( 4T60 ), 4T60-E( Both Light Duty and Heavy Duty ) as well as the 4T65-E( Light Duty and Heavy Duty )...
Next I would like to ask about the 2.97 THM440-T4 that was parked behind the Caddy 4.1, 4.5 and I think a 4.9 .... I have heard that there were diffrences revolving around the Torque converter clutch as it had to be upgraded to handle the torque from the Caddy V8, as in the early years the converters were supposedly coming apart internally, so they had to improve it to correct for the problem.. Also I'm thinking this was a more HD unit than the versions that were used behind the 3800 engines... Most of the Caddy V8'* of the time I looked at had a 2.97 Gear ratio as opposed to the 2.84, or 3.33..
My gut says that a 4.5 in good shape could easily twist the 2.84 ratio...
Now this brings me to the first year for the 4T60-E
I see that you mentioned using a THM440-T4(4T60) Valve body on a 4T60-E? Is this possible? And what does it take to make that functional? were there diffrent size axles / Spline shafts used on the various years? And how would you accuate the kickdown cable?
You have me very courious
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