B&M 4L60E User Manual

Installation Instructions

TH-700R4 (4L60) Transmission

with 30 tooth input shaft spline

Part Number 117101, 117102, 117103, 107101, 107104, 117301, & 117302

©2002, 2001, 1999, 1994 by B&M Racing and Performance Products

The B&M TH-700R4 is a specially modified transmission
intended for performance and heavy duty applications. It
is suitable for use behind engines producing up to 450 lb­ft of torque. This covers most small block Chevrolets and
mild big blocks.
1982-85 and some 1986-87 TH-700’s controlled the Torque
Converter Clutch (TCC) with hydraulic valves located in
the valve body . In most 1986 and later TH-700’s the TCC
shift valve was plugged and TCC is controlled by an Elec­tronic Control Module (ECM). ALL B&M TH-700 (4L60)

TRANSMISSIONS ARE BUILT FOR ECM CONTROL OF
THE TCC. If you are replacing a 1982-87 transmission

with hydraulic TCC control you will have to do one of the
following: Swap valve bodies from your original transmis­sion to he new one or, purchase an electronic TCC control
(B&M P/N 70244). For installation into vehicles not origi­nally equipped with a TH-700, see Section 2 for instruc­tions on how to control the T orque Converter Lockup clutch.
A lockup torque converter is desirable but not required
with this transmission. To prevent the transmission from
overheating adequate oil cooling is required especially if
running an open (non-lockup) converter. If you are install­ing a non-lockup torque converter you must also discon­nect the TCC Solenoid to maintain proper oil flow in the
converter (refer to instructions accompanying the non­lockup converter). The torque converter for this transmis­sion must have a 30 tooth spline turbine hub. B&M offers
a complete line of converters for a wide range of perfor­mance and towing applications. See the B&M catalog for
the latest offerings including the T ork Master and Holeshot
torque converters.
The TH-700 (4L60) transmission does not use a vacuum
modulator like some GM transmissions. Instead it uses a
Throttle V alve (TV) linkage mechanism to control line pres-

Printed in the U.S.A.

sure. It is essential that the TV cable be attached to the
carburetor or throttle body and properly adjusted. If the
cable is not connected correctly , the transmission will not
shift correctly and it may fail. See Section 3 for instruc­tions on connecting the TV cable in vehicles not originally
equipped with a TH-700.

1. TRANSMlSSlON INST ALLA TION

STEP 1: Assemble torque converter to transmission. Lu-

bricate the torque converter pump drive hub with clean
transmission fluid before installation.
STEP 2: The engine block’s transmission mounting face
must be free of any dirt or burrs. Make sure both dowel
pins are Installed and stick out of the block approximately
1/2” to insure proper transmission alignment.
STEP 3: Remove and inspect the flexplate for distortion,
cracks or damaged ring gear teeth. If the flexplate shows
any damage it should be replaced. Do not attempt to re­pair a damaged flexplate.
STEP 4: Assemble the flexplate to crankshaft and align
all holes before installing the bolts. When properly installed
the raised inner lip on the flexplate should face away from
the crankshaft flange. Torque the bolts to 81 Nm (60 ft.lbs.).
STEP 5: Place the transmission in position on transmis­sion jack. Make sure the jack supports the transmission
on a wide area so the oil pan is not crushed. Install the
transmission / converter against the engine. The trans­mission should engage the dowel pins and sit flat against
the block with hand pressure only . If the transmission does
not sit flat against the engine, the converter is not fully
engaged in the transmission or some other interference
problem exists.

WARNING: Do not attempt to pull the transmission

9500377-04

FIG. 1 Resetting T.V. Cable

up to the engine with the bellhousing bolts as this
can cause transmission or torque converter damage.
STEP 6: Once the transmission is in position against the

engine, install the bellhousing bolts and torque to 47 Nm
(35 ft.lbs.). At this point the torque converter should turn
freely .
IMPORTANT: A tight converter indicates improper engage­ment, a distorted flexplate or binding pilot hub. This con-

dition must be corrected before going further.
STEP 7: Inspect transmission mount. Worn, cracked or

broken transmission and/or engine mounts should be re­placed. Raise transmission and install crossmember as­sembly then tighten all bolts. Install three (M10 x 1.5 x

15) flexplate to converter bolts. Install the first bolt finger
tight then use the starter motor to “bump” each drive lug
into position. When all three bolts are installed torque
them to 47Nm (35 ft.lbs.).

STEP 8: (FIG. 1) Reconnect and adjust the TV cable.
WARNING: You must reset the TV cable before operating

the transmission. Failure to reset the TV cable will result
in poor shift quality and early transmission failure.
IMPORTANT: If you are using the transmission in any
type of custom installation see Section 3 for details on
how to set up the T.V. cable so it works correctly.
STEP 9: Connect speedometer cable, electrical connec­tor and shifter cable. Make sure the cooler tube connec­tor fittings are tight in transmission case first, then con­nect cooler lines and tighten the tube compression nuts
with a fitting wrench to avoid damaging the nuts.
STEP 10: Install drive shaft (and torque arm if used). Make
sure the U joint cups (bearings) are properly positioned in
their seats. T ighten U joint nut s or bolts securely.
STEP 11: Lower vehicle but keep the rear wheels of f the

ground if possible. Add six (6) quarts of B&M TRICKSHIFT
or DEXRON® III fluid to the transmission. Place transmis­sion in NEUTRAL and start the engine. Add fluid to trans­mission until the fluid level is between the FULL and ADD
marks. Shift the transmission through all gear positions.
If the wheels are off the ground, allow the transmission to
shift through all gears several times. Place selector in

NEUTRAL and check the fluid level again. DO NOT OVER-

FIG. 2 4th Gear Only TCC Wiring

B&M 70244 or 70248

FIG. 3 Speed Sensor Controlled TCC Wiring

2

FIG. 4

FILL. Check for leaks around the oil pan, cooler lines,

etc.

2. CONTROLLING THE TORQUE CONVERTER
CLUTCH ENGAGEMENT

In stock applications the torque converter clutch (TCC)
engagement is controlled by either a speed dependent
hydraulic pressure signal from the TCC shift valve train or
ECM control depending on the valve body configuration.
When this control signal is present and the TCC solenoid
is energized the TCC Apply valve (located in the Oil Pump
Body) moves to engage the TCC. In most non-stock ap­plications the ECM signal is not available to signal TCC
engagement. The TCC engagement on your B&M trans­mission is controlled electrically .
There are two approaches to control the TCC. In the first
and simplest, the TCC solenoid is wired in series with a
normally open pressure switch in the 4th gear circuit (see
FIG. 2) and a switch attached to the brake pedal. With
this arrangement TCC engagement occurs when the trans­mission shifts to 4th gear , also the TCC is automatically
disengaged when the brake pedal is depressed. See (FIG

2) for an example wiring diagram.
The second approach is to install a speed sensing device
(such as B&M P/N 70244 or 70248) which controls the
TCC engagement as a function of vehicle speed. This al­lows TCC engagement to be adjusted to occur any speed
or gear (above 1st) which may be desirable for fuel
economy considerations. As a safety precaution a pres­sure switch should also be installed in the 4th gear circuit
that acts in parallel with the speed sensor switch. The
pressure switch will insure TCC engagement in 4th gear
should the speed sensor switch become misadjusted or
inoperative. See (FIG . 3) for an example wiring diagram.

3. THROTTLE V AL VE MECHANISM

The purpose of the TH700-R4 Throttle V alve (T.V .) and it’s
mechanical linkage is to control both the shift feel and

shift timing as a function of vehicle speed and load condi­tions. As the accelerator pedal is depressed and the throttle
opens, the T.V. mechanical linkage relays the motion to
the throttle plunger in the valve body by way of the T.V.
cable. In factory installations of the TH700-R4 the geo­metric relationship between the T.V. cable and throttle
shaft bellcrank produces the required T.V. cable exten­sion (pull) to throttle opening for the transmission to func­tion properly . In custom installations the correct T . V . cable
mounting geometry must be accurately determined if the
transmission is to function properly. It cannot be over­stated that for the TH700-R4, proper T.V. cable installa­tion and adjustment are paramount to proper transmis­sion function and life. If the T.V. cable is not operating
correctly , the transmission life will be greatly reduced.
The following procedure will show you how to design a
custom T.V. Cable installation that works. The main ob­jective is to accurately position the T.V. cable mounting
bracket in relation to the throttle shaft axis to obtain the
proper T .V. CABLE EXTENSION (PULL) TO THROTTLE
OPENING relationship.

STEP 1. Measure your T.V . cable to establish it’s particu­lar mounting dimension (there are several lengths in use)
as follows (see Fig.4). Retract the slider by depressing
the lock tab then pull the cable housing until the flats on
the slider are flush with the end of the adjuster housing
then fully extend the cable by pulling the cable end fitting
out (slider must remain retracted) until it stops. Holding
the end fitting out, measure the dimension from the face
on the adjuster housing that registers with the mounting
bracket to the center of the cable end connector.
STEP 2. Add 3/16” (0.19 in.) to the measurement obtained
in Step 1 , this is the perpendicular measurement from the
REAR FACE of the T.V. cable mounting bracket to the
WIDE OPEN THROTTLE position of the T.V. cable con­nector pin on the throttle bellcrank (see Fig. 5).
STEP 3. The T.V . cable bellcrank must be perpendicular
(90 degrees) to the T .V. cable when the throttle is 25 per­cent (1/4) open (see Fig. 5), this geometric relationship is

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