![]() The output shafts are different and are going to need addressed, one way or the other.You’ll need to lookup exactly what the pin layout is on your particular vehicle before swapping them if you are thinking of pursuing this avenue. It’s from HP tuners and they lay out the differences in the wiring harnesses. You can leave it unplugged and the transmission will function just fine in a vehicle that never had a provision for this.ĭepending on the year of your transmission and the PCM that is controlling it, you’ll very well may need to re pin your wiring harness. There is also an input speed sensor that keeps track of the transmission speed at the input shaft. The internal wiring harnesses are different. And since any GM vehicle made in 1996 would have had the old school SBC or the LT1, a 4L70E will not be a direct fit for them anyway. Another option would always be to have a new driveshaft made (or your old one modified) to accept this new output shaft.Īs far as whether or not the ECM can even talk to the 4L70E, it’s a non issue as long as the PCM is a 1996 or newer model. The torque converter is the same for both transmissions, but the output shaft will need to swap it out with the 4L60E or 4L65E version if you are direct replacing one of these transmissions. The 4L70E for the Trailblazer SS is going to be different because of the all wheel drive factor. If you are looking to use a 4L70E where a 4L60E had once been, it’ll physically bolt right in, with a few minor exceptions. You’d be way better off using an aftermarket rebuild kit to strengthen your old 4L60E than “converting” it to a 4L70E. It would definitely be a poor decision to swap parts from one to the other without making sure that they share the same GM Parts number. But, as listed above, they have many internal differences. Some of the more minor changes were the elimination of the pressure switch, and the Parking rod. Here’s a schematic on the changes from Auto Service Professional. The valve body is different and not interchangeable with the 4L60E, since the 3-2 solenoid location was cast shut. This meant a change in the valve body casting. The 3-2 downshift solenoid was deleted.The connector pin is different than earlier transmissions. Internal wiring and schematics have totally changed. ![]() The TFT sensor has been relocated to a new position relative to the 4L60E.The IMS was internal and NSBU was external. The Internal Mode Switch (IMS), replaced the old NSBU switch. The manual shaft was given flats internally, and a hole to accept the added Internal Mode Switch.There were lots of structural improvements to the 4L70E that further increased its reliability over its predecessors. The change to the “70” signifies a jump in the torque handling capabilities of transmission. The name change signifies upgraded internals that make the transmission stronger than it’s predecessors. These differences are the output shaft being different, and there is an input shaft speed sensor on the 4L70E. Most of the differences between the 4L60E and the 4L70E are internal. It is also the final iteration of a design that started back with the 700R4. It shares the same case and basic design with the 4L60E, and 4L65E. It has five total gears including reverse. The 4L70E is a four speed automatic gm transmission.
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