4l60e Tv Cable Adjustment

[Temika]

Inmost GM and Ford transmissions with cables, including GM TH200, 200-4R, TH200C, 4L60 (700-R4) and Ford AOD, AXOD, the throttle valve cable pulls out of adjustment at wide-open throttle. This is typically caused by inaccurate geometry of the throttle shaft lever. There should be a specific degree of movement of the attachment element pivot point between closed and wide open throttle. There also should be a specific distance between the pivot points of the attachment element and the throttle shaft lever. When either of these two distances are greater than the spec, the TV cable will be pulled out of adjustment.

Sonnax TV cable corrector kit AS1-01K prevents the TV cable from being pulled out of adjustment at full throttle by allowing the spring to compress and absorb any excessive cable pull. A quick and inexpensive fix for any transmission with a TV cable.

Sonnax is an industry leader in the cutting edge design, manufacture and distribution of the highest quality products to the automotive aftermarket, commercial vehicle industries, and industrial sectors utilizing drivetrain technology.

Inspect the metal core adjust body on the cable end for dirt or debris that may restrict the travel. Remove any debris by washing the cable end, the metal core adjust body, and the white lock button with soap and water. If the travel of the metal core adjust body remains restricted after the cleaning, replace the cable assembly. Refer to Shift Cable Replacement .

Ensure that the engine starts in PARK (P) and in NEUTRAL (N) positions only. If the engine does not start in PARK (P) and in NEUTRAL (N), the Park/Neutral Position Switch may need adjustment. Refer to Park/Neutral

Start the engine and check the vehicle transmission shifting. The range select lever cable is properly adjusted if the steering column shift light positions are the same as the transmission engagements.

Next, the 700R4 is easier to install since it does not require anything more than the TV cable hookup, shortening the driveshaft, moving the crossmember, and adding a 12-volt source to the transmission. You have the luxury of choosing a lockup converter, and there are kits available to lock the converter when the transmission shifts into overdrive. This does, however, require the use of a special brake light switch. These are cheap and easy to wire into the transmission. This switch cuts power to the transmission when you step on the brake pedal, which unlocks the converter.

Another minor advantage for the 700R4 is that it offers an old-school speedometer cable, so upgrading an older chassis is simple. The transmission fits into most early transmission tunnels fairly well, although, there might be some minor floor pan tweaking required.

If you are running a late-model engine like an LS with production EFI, there is no factory provision for a TV cable because these engines were equipped with the later electronic 4L60E version transmission. It is possible to adapt a TV cable to an LS2 for example, and it has been done successfully. But, it is yet another reason why the 700R4 is more of a challenge to tune properly.

Several companies like B&M and TCI offer kits to do so, but it is a trial-and-error effort and requires the pressed-in governor cover to be removed each time to access the governor. Expect to spend half a day or more on this process.

There are a few other aspects that accompany a conversion to a 700R4, but these are the main ones that you might consider. Certainly, the biggest benefit to the analog 700R4 is its affordability. But as we will see when looking into the details of the electronic 4L60E family of transmissions, these newer, digitally controlled versions offer some real rewards.

Shifting over to the 4L60E side, the main advantage of this transmission is that electronics eliminate the need for a TV cable and that whirling dervish of weights and springs to establish shift control. In the case of a retro-fitted 4L60E, a swapper will need the service of a separate transmission controller. Here is where both the main advantage and disadvantage of the electronic transmission reside. Separate controllers obviously add significantly to the overall transmission cost.

There are distinct rewards for making the 4L60E investment. Most importantly, the controllers make it very easy to establish exact shift points for each up-shift. It will also allow adjustment of shift firmness all within the control of either a simple hand-held device, or in some cases, sophisticated software that can be tuned via a laptop. An example would be the ability to set the exact WOT shift points with a couple of keystrokes, instead of struggling for six to eight hours with a recalcitrant governor.

One requirement for the 4L60E is that it demands input from a throttle position sensor (TPS). If your engine is equipped with any type of modern EFI, TPS is already part of the regime. But, if the engine is carbureted, this will require adapting a TPS. Luckily, HGM Automotive makes a slick TPS adapter that will bolt directly to a Holley, Edelbrock, or Q-jet carburetor. Other companies like Holley and Innovate also make TPS mounts, but we really like the HGM unit called Accu-Link. This is yet another expense that must be integrated into the cost of a 4L60E.

3a8082e126