The 4L80s is a heavy duty version of the 4L60E that was used in trucks and SUVs, just wondering if anybody has used one of these and whether or not there were any installation differences????
Thanks

 

It is my understanding, that the 4L80E has a bigger case & has some interference issues with the floorpan, that requires some "massaging" of the floor to fit them in.

 

The 1-3 gearing of the 4L80E is identical to the TH400 http://www.tciauto.com/Products/Tech...ear_ratios.asp It has overdrive and torque converter lock-up as well, and is electronically rather than mechanically controlled.

It is bigger and heavier than a 4L60E. Dimensions available here http://www.tciauto.com/Products/TechInfo/trans_dims.asp

I don't recall seeing anyone documenting an install of one in a 3rd gen.

I picked up an LQ4/4L80E combo that I plan on installing in the '57.

 

Contact Maxx Mitchell on here. He has a 4l80e in his car behind a turbo 5.3. Amongst some of the problems he had was a very low hanging oil pan for the transmission. It works but hangs pretty low IMO. Especially if you ever wanted to give the car the correct ride height.

 

Also be warned you need some extra computer tuning to have it control the 4L80e.

Look onto LS1tech's automatic transmission board, theres information on a 4L80 running behind a motor originally equiped with a 4L60

 

you could also buy a stand alone computer to run the 4L80E. that's what i did for my install on a '72 Camaro. the computer stuff is just as expensive as the transmission though. i had to get a TCI tranny control unit, 4L80E wire harness and a TPS sensor to use it. all the tranny control stuff was about $1300.

 

I am just finishing my 6.0l/ 4l80e swap. it goes pretty much right in... make sure to cut off the ears of the bell housing.

-You have to make a cross member.- ( I will take some pics of what I did)

- You have to use a diff. torque arm set up = I am using jegster tunnel mount

- there is a flexplate dance if you have anything other then 6.0 factory setup... (not hard, but I didn't have to deal with that)

- the multi pin trans control harness is really close to the end of the frame railing, that runs pigin toed towards the rear. (tranny mount rails)... but it does fit... ( I will take some pics)

- have to use a t-400 yoke and a cross over u-joint... I will get numbers for you all.

- shift bracket fits like crap, I moded mine to bolt up and I think its fine, not sure yet

- Lokar dipstick is the way to fly, not cheap but works nice for me

- HEAVY TORQUE CONVERTER, after market is the way to fly much lighter, I am starting with the factory one.

- I didn't have to "massage" anything

The pan does hang low, it does ride below the trans rails, I have pro-kit Eibachs and I will also get pics of that. ( I think it will be fine, my duel 3" pipe will hit first...lol)

I think it would be easier to run the truck PCM 6.0/4l80e, and tune down to what ever liter motor you are useing. (I use Hptuners here) that would be more useful in the long run. and I am assuming that you are running a LS1 or Lt1 because you posted here. Judgeing my your sig, I hope you already have something like that.

 

I'll have to look around, but I know I've heard of people manually shifting the 4L80 to avoid using any computer at all.

 

Yep thought so, first thing I found when I searched for performance 4L80 on google:

http://www.transmissioncenter.net/4l80e.htm

I haven't heard of this builder, but shows what's possible for these trannys.

 

You get that info together yet? I am considering one as my 4l60e is dying

 

Crossmember

 

Thanks for the pic. That pan is pretty low!

 

why dont u try to use the new 5 speed automatic...i have read its closer to size to the 4l60e and better ratios

So it may end up better in fitment, extra gear

 

You have a 6.0L w/ a 4L80-E and 3:27 gears, could you please tell me your max speed before redline shifts in each gear. (top speed in 1st, 2nd, and 3rd gear). This will help me choose a rear gear, Thanks, MS.
P.S. what size rear tire and rim are you running as well? THX....

 

I have a 4l80E yes, they are super heavy!!! the manual valve body kit is cheap.. so you will not need electronics.. and agreed with above I do not see any reason why you would need to grind or dent your floor... the trans housing is thicker... but not that far off from a 4L60E... drive shaft will be fun as well as the torque arm and crossmember

 

First three gears are the same as a T-400, there are plenty of sites with those gear numbers. 2.48 1.48 1.00

third is 1.0 like most so that makes math pretty easy.... 245/50/16's (street) about 25"

third gear 142mph@6200
second gear 96@6200
first gear 57@6200

gear x rpm link

http://http://www.angelfire.com/fl/p...tion/rear.html

My stock drive shaft worked fine...

 

pocket did it in this one https://www.thirdgen.org/forums/ltx-...-not-left.html

 

I am about half done with mine and will be done in the next week.

Here is the swap thread, i included a quite a few pics.
https://www.thirdgen.org/forums/ltx-...l80e-swap.html

 

The only reason why one would want a 4L80e over a 4L60e is that the engine power is destroying the 4L60e models. It weighs more, is physically larger, and is a lot stronger than anything that cam stock on a thirdgen. If you have a 11 second car, don't need it. you have an 8 second one, you will need it.

 

Could I get that cross over u-joint number from you please?

 

I have yet to start mine. Hopefully soon

 

Reading above post, You want to be into a transmission swap that can handle some HP for $1000 or a $3000 trans that can handle some HP? I'm happy to pick up the extra weight. Shooting for 10's.

 

I rebuilt a complete 4l80e and can tell you a lot of the year to year changes after learning all about them. Then I stuck it behind and LS1, changed some wires and had a segment swap done on the ls1 PCM so it could still control it.
The special yank converter cost more then the 4l80e.
In the end I just wanted something a heavy 2ndgen wasn't going to hurt as easily.