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Post Info TOPIC: 1956-LT4 Shoebox


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1956-LT4 Shoebox
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Looks great in epoxy now.

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Mitch D.   River Falls, WI

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1966 Chevelle SS 396 M20

1970 Chevelle SS 396 M20



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Anything freshly blasted look good, and with all the upgrades, yours looks all the better. You should be driving it in a few days, or so.

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Larry L.

Coon Rapids



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Looking forward to seeing it go back together now! Always fun to see a project at this stage, especially when you know the builder has the ability, means, and ambition to follow it through to the end. thumbsup



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Derek Kiefer - Mantorville, MN

69 Malibu Pro-Touring stroker LS1-383/T56 - 69 SS396-325/3spd project



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The Eagle has landed!

My Ohio LT-4 motor arrived Friday.

Looks pretty good to me .
I really like the Red LT-4 intake, pretty neat.
Motor is spotless, hope to just "plug and play" when the time comes.

 

IMG_8782.JPGIMG_8783.JPGIMG_8784.JPGIMG_8785.JPGIMG_8786.JPGIMG_8787.JPGIMG_8796.JPGIMG_8797.JPGIMG_8798.JPG



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Looks nice. Is there a reason you don’t want to put a 4l60e behind it and let the ecm control the transmission? Seem to make more sense to me then a 200 4R because you are going to have to fabricate something to make the tv cable work on a throttle body that never had anything like that? Just my 2 cents.



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Chris P
East Central, Mn

66 Chevelle 300 deluxe



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Looks good!

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Bruce L. - Lakeville MN

1971 Malibu Convert

1951 Pontiac Chieftain Super Deluxe Catalina Hardtop 



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I was sure you could figure out the TV cableheadscratch for me.

Isn't the 4L60E case larger and requiring some floor modifications? That is the primary reason.

Have not even considered that or compared ratio's.

I was pretty stuck on the 1996 LT-4 motor doe to the "look" and exact 40 year difference.

Looking for input.

Thanks!

Karl



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more ambition than brains wrote:

I was sure you could figure out the TV cableheadscratch for me.

Isn't the 4L60E case larger and requiring some floor modifications? That is the primary reason.

Have not even considered that or compared ratio's.

I was pretty stuck on the 1996 LT-4 motor doe to the "look" and exact 40 year difference.

Looking for input.

Thanks!

Karl


 There is not much difference in case size between a 200 4R and 4l60e. I put a 700r4 which is the same as 4l60e just not electric into my buddies 55 and it fit without any floor modifications. I would imagine the floor pan is the same 55-57?  The 4l60e has a much steeper first gear which some people don’t like, but for a driver like you are building I don’t think it would be a big deal.



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Chris P
East Central, Mn

66 Chevelle 300 deluxe



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Thanks for your input.

It is appreciated.

Tranny options included, manual, TREMEC TKX 5 speed.
GM 200R4, had not even considered 4L60E. Not sure why.

Thought was Biskwik would get a TKX with my 427 GM crate motor, eventually.
That feeds my need to shift.

Figured it may be simpler to deal with two (2) pedals in the 1956 LT-4 project.

Thus the Automatic preference.

Current status:
Decisions completed:
Modified Seamless 1956 Chevrolet frame with custom stub frame and all locations to accept Corvette C-4 suspension and steering. (sandblasted and epoxied)
(Builder says frame was actually a 55, but who is counting).
In stock, complete 1995 Corvette C-4 suspension, steering and complete rear Diffi and carrier. (Dana HD 3:42 ratio)
New arrival: 1996 LT-4 motor complete including harness, ECM exhaust manifold, Mass Air flow sensor Etc. 30000 mile unit, all front accessories, starter, flywheel and clutch.
Spare: Complete LT-1 motor, Exhaust system, wiring and body shell. Missing bell housing and multiple ZF transmission pieces. Has Intact coolers, etc.

Awaiting final decision: Trannyheadscratchdunno

What will work the best, and be easiest to install?

This is a 330 HP bone stock motor, could always be cammed up a bit. Rear differential gear is pretty well fixed, as is tire size.

Intended to be a cruiser, (grocery getter) Remember, When I was 21 I was fearless, at 71 fearful. 
Power and performance from 10 mph peaking at 80 mph.

Really only driven over 100 mph 3-4 times in my lifetime.

I do have a bunch of 4L60E trannys in my spare burbs, just need to change the tailhousings, beef up and build.

Bow Tie Overdrives does have a great site to muck around in.

Open to all ideas.

Karl

 

 

 

 

 

 



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The 4x4 4l will need the output shaft changed with the housing, but still small peanuts and should be readily available.
If the auto is going to be the choice, Chris is probably right in looking at the correct trans to mate with the engine. Going to be easier and, most likely, a better match.

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Mitch D.   River Falls, WI

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1966 Chevelle SS 396 M20

1970 Chevelle SS 396 M20



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WELLLL, I could always go back to three pedals, TKX and hydraulic clutch, may be best match for motor and 3:42 rear gear.
Had a ZF 6 speed from factory.

Karl

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My Trailblazer SS has a 4l60e AWD, with a 6.0 not sure which gear.
Very streetable.
The Lt-1 Vettes were available with a 4l60e, once again have to research rear gear.
They also had the funky tail housing to accommodate the support bracket to rear differential, no tranny mount.
I think too, 1996 and earlier had 1 piece main case including bellhousing, later models had 2 piece main case.

More home work will keep you posted, thanks for listening and posting.
I do agree that the 4L60e is probably the better option.

Could get exciting trying to use cruise control pivot for the TV cablecuckoo
Karl



-- Edited by more ambition than brains on Friday 8th of October 2021 07:14:07 PM

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Three pedals, (TKX) over $6,000.00 plus, still would prefer Auto.
4L60E (pre 97) had one piece main case, Bell housing included in case.
1997 and newer have 2 piece. Separate bellhousing.
Most everything else is the same.
Both have mechanical cable linkage for shifting.
Meet the drive by wire criteria.

Found a low mileage 1994 early (one piece) core to have built.
Has tranny mount location, (2WD) that works also.

Sooo, LT- 4 computer programmed for manual, can that be re-programmed for auto?
Plan on getting a custom harness to eliminate all extra wires not needed.

Thoughts on Computer?

Karl


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more ambition than brains wrote:

Three pedals, (TKX) over $6,000.00 plus, still would prefer Auto.
4L60E (pre 97) had one piece main case, Bell housing included in case.
1997 and newer have 2 piece. Separate bellhousing.
Most everything else is the same.
Both have mechanical cable linkage for shifting.
Meet the drive by wire criteria.

Found a low mileage 1994 early (one piece) core to have built.
Has tranny mount location, (2WD) that works also.

Sooo, LT- 4 computer programmed for manual, can that be re-programmed for auto?
Plan on getting a custom harness to eliminate all extra wires not needed.

Thoughts on Computer?

Karl


 Yes the computer you have should be able to be reprogrammed to control an auto transmission. 



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Chris P
East Central, Mn

66 Chevelle 300 deluxe



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THANKS CHRIS!!

Appreciate your vast knowledge and willingness to share.
This will be better project thanks to you.

beers


Karl



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Sorry Karl I couldn’t confirm until I got to work today. That 1994 trans is not the same as a 1996 model in the tcc circuit has a extra solenoid that the 1994 does not. You are better to use a 1996-1997 core to make sure everything is going to match up.

 

 I also confirmed with Jim at TPIS that he can setup the ecm correctly for what you are wanting to do. 



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Chris P
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96 Impala/Caprice/Roadmaster would be the ideal trans to use I think.
John Delke would know the ins/outs of making the mechanical speedo cable work.

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Derek Kiefer - Mantorville, MN

69 Malibu Pro-Touring stroker LS1-383/T56 - 69 SS396-325/3spd project



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Thanks again!!!!
To All

Or, Maybe 4l60 out of 1996 Vette, change rear case and shaft?
Karl



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more ambition than brains wrote:

Thanks again!!!!
To All

Or, Maybe 4l60 out of 1996 Vette, change rear case and shaft?
Karl


 You already have that trans. May be the most economical route.



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Mitch D.   River Falls, WI

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1970 Chevelle SS 396 M20



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https://shiftworks.com/collections/tailhousings/products/1993-97-4l60e-tail-housing-kits

 

This is the tail housing kit needed to run both mechanical and electric speedos.



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Chris P
East Central, Mn

66 Chevelle 300 deluxe



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67ss wrote:

https://shiftworks.com/collections/tailhousings/products/1993-97-4l60e-tail-housing-kits

 

This is the tail housing kit needed to run both mechanical and electric speedos.


 Same tail housing I used on my yellow Buick behind a 4L60E. It will move the tranny mount back about 3 inches if I remember correctly.  



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Kevin

Northwestern Ohio



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Actually my 1995 parts car was a 6 speed manual.

I should have said "out of " a 1996 Vette.
My other complete 1996 is an auto, however, not parting that out either.

Derek used to have some 9C1 Caprices (Highway patrol) cars buried in the barn some time ago.
Guessing they are long ago parted out.

The place I got the LT-4 from actually has a 1995 Caprice, guessing 9C-1 because it has a spot light.
I will continue to fumble around till I find the right combination.

Thanks again to ALL!
Karl
beers



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more ambition than brains wrote:

Derek used to have some 9C1 Caprices (Highway patrol) cars buried in the barn some time ago.
Guessing they are long ago parted out.


Yeah, I haven't had any Caprices for at least 10 years, but my brother Carl still has a couple.

I think I do still have a core transmission out of a 93 Caprice (TBI 305 car, not LT1) I don't know if that will help you, as I think the 93 was not electronically controlled. If I remember correctly, I think 92 was the last year they called it a 700R-4, 93 changed to 4L60, and 94 became 4L60"E". 



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Derek Kiefer - Mantorville, MN

69 Malibu Pro-Touring stroker LS1-383/T56 - 69 SS396-325/3spd project



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Thanks Derek.

I figured they were gone or too old.

Went on Carpart.com in the wee hours, came up with a transmission that should meet the criteria.
Per Chris's and Dereks recommendation:
1996, Buick Roadmaster 5.7 engine, 4l60E tranny.
Bought the core with torque converter and inspection cover.

Plan on picking up next week.
In Waterloo, hope to visit the Auctioneer that got me involved in the 1956 basket case.

Should be fun.
At a minimum this tranny should work for fitting and mock-up.
Can use as core or local build.

Karlthumbsuptiphat




-- Edited by more ambition than brains on Wednesday 13th of October 2021 06:49:18 PM

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If you want a "fun" torque converter, I still have the one that was in my Chevelle when I had LT1/4L60e.

Edge racing 3000rpm w/ lock-up. It was a pretty expensive one at the time, and I have no use for it anymore.

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Derek Kiefer - Mantorville, MN

69 Malibu Pro-Touring stroker LS1-383/T56 - 69 SS396-325/3spd project



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Does that mean NO creep at the Stop Light?
Probably even roll backward on a hill?


If I am correct, higher stall = more RPM to move, right?
Remember, I know nothing about nothing.

Karl

beers



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It may still provide a little creep at a stop. A "stall" converter will behave like any other under normal driving conditions. If you hit the throttle hard from a stop, the engine will overpower the converter until it hits the stall speed and then it will launch.

My '38 has a Grand National converter... 1,800-2,000 stall. I don't even notice it most of the time. If I mat the pedal, I notice it takes a bit to react then I wear out the tires a little. I had to learn the slight delay when I went to Bowling Green. It definitely added to the reaction time until I got the timing right for it to launch as the green came on.



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Mitch D.   River Falls, WI

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1970 Chevelle SS 396 M20



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OK, Have Transmission: 1996 Roadmaster 4L60E, also a core for fitting.

The late one has 2 possible rear mounts, one on main case one on tail-housing.

My core shell just has the one.

Plan on having TSI Burnsville do the build once drivetrain is mocked up.

Will make decision on mount location when I get there.


IMG_8850.JPGIMG_8851.JPGIMG_8852.JPGIMG_8853.JPG



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