[Ken-Revolt]

Quick introduction:

• Converting a 2000 Blazer LS RWD 4-Door with a GM 4L60-E transmission and prefer to leave the torque converter out of the equation.
• I have read the Hydra-Matic 4L60E Technician's Guide and the ATSG 4L60E TechTran Manual to obtain a reasonable level of knowledge.
• I have searched Jeg's, Summit, and other racing part websites trying to locate a suitable direct drive coupler for my application....nothing.
• I have read and searched related discussions and builds to ensure I'm not asking a previously asked question.

While removing the torque converter appears to be somewhat bleeding edge, the possibility of removing a few more parts (TC, cooler, lines, etc.) is worth the effort. Besides, using a TC and leveraging Dimitri's potbox solution, the US Shift Quick 1 Controller, the PCS Programmable Electronic Transmission Controller, or something similar is always a fall back position.

Now the question: Does anyone know if a Direct Drive Coupler is available for a 4L60E?

I'm hoping that some of the more knowledgable gear heads can point me to something off the shelf. Otherwise, I'll have to locate a machine shop or custom torque converter shop that can help manufacture.

Open to input. Thanks in advance.

[Ivansgarage]

Hi Ken I am going to use a 4l60E trans in my build with the Opti Shift
controller. You can find pics of my coupler on my web site. You will have to make one
up your self or have someone doit from a torque converter..

[Ken-Revolt]

Great pics and URLs Ivan. Lots of good info.

As for the coupler, can you provide the name, number, and email for the fabricator?

Still hoping for something of the shelf though.

Thanks

[Bowser330]

Originally Posted by Ivansgarage

Hi Ken I am going to use a 4l60E trans in my build with the Opti Shift
controller. You can find pics of my coupler on my web site. You will have to make one
up your self or have someone doit from a torque converter..

sorry to go off topic,

Pretty cool! you are rewinding a motor for EV use, how much does something like that cost if contracted out? is 70hp the absolute maximum that can be obtained from a Baldor 10hp motor? What inverter will you be using with it?

back on topic,

I really like the idea of using the 4l60e, and that custom work on the coupler and mating it to the motor is really impressive work...the 4l60e its pretty strong and can be built to be REALLY strong, plentiful so its not super expensive and you can have those auto shift points which is pretty convenient.

[Ivansgarage]

Originally Posted by Bowser330

sorry to go off topic,

Pretty cool! you are rewinding a motor for EV use, how much does something like that cost if contracted out? is 70hp the absolute maximum that can be obtained from a Baldor 10hp motor? What inverter will you be using with it?

back on topic,

I really like the idea of using the 4l60e, and that custom work on the coupler and mating it to the motor is really impressive work...the 4l60e its pretty strong and can be built to be REALLY strong, plentiful so its not super expensive and you can have those auto shift points which is pretty convenient.

I had to make the coupler in multiple pieces cause of the key way broch
had to go all the way throught.

I will be using the curtis 1238-6501 controller This motor has taken a lot
of calculating to figure out and there is no garanties. I am planning
on getting a dyno on the truck when it is done, that should give me some
numbers on the motor, just like a ice.. My plan is to have a motor 20-25
percent bigger than the ac-50.. Time will tell.

[Jimdear2]

I would try contacting a company Like TCI Transmissions and see if they cannot custom fabricate a drive shaft and pump drive combo.

Since they already make all of the necessary direct drive components for the Powerglide, they will have a head start in experience.

Otherwise you will have to fabricate it yourself.

[Ken-Revolt]

So if someone were to fabricate this:

1. Is the idea to allow fluid to flow into the coupler and then back into the trans, as would be the normal flow path for a TC application?
2. Or is the coupler meant to block the flow of fluid from the trans input shaft? (This is what TCI recommended)

[Ivansgarage]

Originally Posted by Ken-Revolt

So if someone were to fabricate this:

1. Is the idea to allow fluid to flow into the coupler and then back into the trans, as would be the normal flow path for a TC application?
2. Or is the coupler meant to block the flow of fluid from the trans input shaft? (This is what TCI recommended)

Number 1 is right ken fluid will flow throught the coupler( a little)
I would talk with a tranny shop, they are the ones with used converters and
probably cut one apart to get the spline drive and pump drive out, then
get somebody to weld them together.. think Junk yard for a converter..

[coulombKid]

I've been drooling over the frame less stepper motors that I could use to drive the pump by VFD. That requires a fluid seal and a pair of rotor support bearings on the input shaft. There exists people that have built an AC drive that will create the required rotating magnetic field from a common automotive alternator stator. From there it's a small hop to affix permanent magnets to the hydraulic pump drive sleeve. For the 4L60E one must have a custom controller anyway so also programming the torque-pressure curve into a PID loop would be kick-ass, especially if the can-buss system can be used to talk to the motor controller.

[PZigouras]

Originally Posted by Ken-Revolt

Great pics and URLs Ivan. Lots of good info.

As for the coupler, can you provide the name, number, and email for the fabricator?

Still hoping for something of the shelf though.

Thanks

Most machine shops can do the welding right on the transmission, as long as you cut-up the torque converter and set it up for them.

This is one I made for an import with an automatic transmission (I think it was an ASIN transmission). I did not do the welding, but I did cut up the converter and put it together with a small 3-inch pipe. It's direct drive, with full fluid flow. Sorry for the bad pictures -- it's hard to photograph it when it's installed.

The only bad part is that it does not maintain pressure when stopped, but so far, it doesn't seem to be a problem. Whether or not this will damage the transmission in the long run, I don't know... I just did this as an experiment. I also helped build one for a GM 40TE, and a Chrysler, and they seem to work okay as well.

- Paul