Will a 4L60-E bolt up to an inliner, like a 292?

If not, what tranny options are there for the 6'er? Just the standard Muncie, Borg Warner, TH350/400 stuff?

matt,
i have a 700r4 on mine. also a 292. so a 4l60 or even a 4l80 will bolt up. any trans that will bolt to a v8 will bolt to the inline six's. tom

Matt,
I'm local to you and can answer any questions you have about the transmissions.

940-453-2582

Jake is the MAN. Helped me with my R4 when I was having trouble...............

i think you need a diff converter
i know the 700, 400, 4l80e bolt up to an ls motor, using a diff flywheel setup than the 4l60e,
so my thinking is something is gonna be diff in the converter area, as the 6 cyl crankshaft is gonna be closer by .400-but dont buy stocks on my say so, lol
Jake is the man, ck with him

I was in a hurry earlier but a bit more info,

Tom is right you can use any trans that will bolt to the back of a conventional chevy V8 behind the 194/230/250/292 series inliners.

The Powerglide, TH350, and TH400 were factory installed behind these units, so nothing fancy there.

The 200-4R, 700-R4, 4L80E, and the earlier 4L60E's will also bolt up no problem.

I wouldn't recommend using a 4L60E behind it because it is the electronically controlled version of the 700-R4, and in this case, I would just use a 700 with the proper updates. The 4L60E would just be a headache and expense because of the need for a controller, TPS, etc to run it. It COULD be configured as full manual but again, not worth the expense.

4L80E would be overkill behind most inline 6 cylinders.

So that leaves the 200-4R and the 700-R4. Either would work fine behind a 292, even a pretty stout 292.

If I'm looking at the correct webpage on your car, it looks like it has a long tailshaft TH350.
If that's the case, I would use a 700-R4 because it has the same driveshaft dimensions and yoke. Almost a bolt in.

IMO the 200-4R has a little better gearing but either would function fine, so I would go for the best fit.

If you currently have a V8 ( pics on the link) and are going to a inline, and you anticipate moving the trans back, you could move it back 3" and use the 200-4R instead.

Lots of options.

If you have any specific questions I can asnwer them via email or phone.

Just finished up a 700-R4 today that I want to do some testing with if anyone local is interested. It has all the internal upgrades but I'm testing some valve body mods and I want to feel the shift firmness, etc.

i think you need a diff converter
i know the 700, 400, 4l80e bolt up to an ls motor, using a diff flywheel setup than the 4l60e,
so my thinking is something is gonna be diff in the converter area, as the 6 cyl crankshaft is gonna be closer by .400-but dont buy stocks on my say so, lol
Jake is the man, ck with him

The later model 4L60E's were reconfigured for the LS engines. These would be the 3 piece units, seperate bellhousing made after 1999 usually.

The LS series used a "bell" shaped flexplate on the 4L60E models and the converter was different. The 4L80E uses an adapter between the crank and flexplate, except 1999 and 2000 6.0L (iron headed) that had a longer crankshaft to match the conventional SBC/BBC dimensions.

If you currently have a V8 ( pics on the link) and are going to a inline, and you anticipate moving the trans back, you could move it back 3" and use the 200-4R instead.

Lots of options.

If you have any specific questions I can asnwer them via email or phone.

Just finished up a 700-R4 today that I want to do some testing with if anyone local is interested. It has all the internal upgrades but I'm testing some valve body mods and I want to feel the shift firmness, etc.

Thanks for the info Jake. This is actually a new project... that car is for sale :o

The only reason I'm looking at the 4L60-E is because as far as I can tell it's the smallest electronic tranny I can use the paddle shifters on.

I'm working on a custom tube chassis right now. I'm planning an blown inliner... possibly injected. I will either do a non OD manual like a Muncie or toploader, or the auto with paddle shifters.

Of course that plan kind of throws the budget out the window and if I end up trying to build for Bonneville (i'm 50/50 on that right now) the auto would probably not be the best option.



- Matt

Matt,
I have built TH350's for Bonneville racing, so an auto will work there. 240 mph on one I did.

There are some special considerations for the extended high rpm, clutch drag, and output shaft bushing lube mods, but it's not a big deal to do.

You're correct on the paddle shifter setup, you would need the paddle shifter, controller, and the 4L60-E.

I have the 4L60-E cores that will bolt up behind your inliner on hand (and wouldn't mind thinning them out...)

Sounds like an interesting project. ;)

Matt,
I have built TH350's for Bonneville racing, so an auto will work there. 240 mph on one I did.

There are some special considerations for the extended high rpm, clutch drag, and output shaft bushing lube mods, but it's not a big deal to do.

You're correct on the paddle shifter setup, you would need the paddle shifter, controller, and the 4L60-E.

I have the 4L60-E cores that will bolt up behind your inliner on hand (and wouldn't mind thinning them out...)

Sounds like an interesting project. ;)

Oh, it will be very interesting :cool:
Let me get going on the chassis and see how much room I'm actually going to have for the drivetrain. I'll probably be contacting you in the future about all of this nonsense :)


BTW, anyone have dimensions for a 292?


- Matt

Tom (tlowe) can get them for you :)

He has a turbo'd one in his Elky.

I think the board is inliners.org also.

A friend of mine is doing a '62 Chevy II with a late model 4.2 inline and the 4L60E and forced induction.

He has all the major pieces already. We contemplated doing a 292 but the concensus is the 4.2 is a better package to start with due to the 4 valve per cylinder head combo.

I used to talk to and deal with Glenn Self in Durant, OK pretty often, he is considered one of the inliner guru's as far as 250/292's and now the 4.2's.

He recommends the 4.2 for most applications now.

If you get to a point where space is an issue, we could make a shorty extension housing and use a 4x4 output shaft on the 4L60E...

Some of the bonneville guys use a direct drive between the engine and transmission.. to eliminate the torque converter.

One of my t-400 trans went 303 mph at Speed Week this year

tell me which dimensions you need. i have one sitting loose. tom