I'll be interested in Frank Performabuilts insight on this as well. The Corvette-type piston was primarily found in the tuned, port-injected Corvette as well as the high performance Camaro and Firebird. From the factory, the 700R4 and 4L60E transmissions were equipped with 4 different servo sizes based on application. I know this is kinda off topic but I figured I would throw it out there. The TransGo 7-2P Corvette servo piston assembly fits 1982 to 2015 General Motors vehicles equipped with 700R4, 4L60/E, 4L65E and 4L70E automatic transmissions. Basically Im saying to "properly" do it requires the mechanical parts and upgrades to make firm shifts rather than relying on tuning to solve it for you with forced pressures. 90psi is the stock pressure for 05/06 GTOs and I still use that setting with my built trans with shifts recorded.
IMO, a proper shift kit should be utilized to deal with shift upgrades rather than taking shift pressures above 90psi with tuning alone. There is a decent trans guy on the HPT forum that always says dont bump line pressure without it. The Corvette servo can help in firming up the 1-2 shift and I've also read that it is more apt to dealing with shift pressure increases. There is also aftermarket servos that are just as good or better made by companies such as Sonnax, TransGo.etc. The 4L60/65E series "Corvette servo" will work in non-equipped models. :imoĮDIT - I looked around and found info on the GM pins - shortest pin is 2.59" and the longest is 2.71" with an error margin of 0.01".-All GTO 4L65E trans.
Oh yes, I believe if you can get an actual F-bod/Vette spring setup in the servo or the stiffer one from TransGo that is used to go in the intermediate (2nd) servo that'll firm up the 2-3 shift. The piece was an additional 1/4" or so as I recollect. I think they have no stripes/bands on the collar by the point where it actually engauges the band's anchor.įYI - my billet intermediate servo came with a tip that goes on the end of the OE pin to extend it, I tried it and it was WAY too long. If I recall, one of the 700R4 pins is the longest. Like where you'd have a brief moment between the release of the 3-4 pack and the apply of the 2-4 band. Caused his first 60E failure.ġ/4" is on the sloppy side. If it's too tight, the 2-4 band will drag and burn up. like it'd create drag when it would downshift.
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