wouldnt the wireing harness be in with the bolt in kit? Ive already picked up the trans, converter, and transfer case. Just curious how much and what all i'd need to make this fit my 2000.

 

Only problem is you dont need a fully built 80e and youre comparing a fully built 80e build to a stock 6l80e build. Shift kit 80es last to 1000rwhp all the time and stock or even built 6l80es are doing good to last any real amount of time at 600rwhp levels. You can do a 4wd 80e swap for 1600 bucks including the price of the trans.

This swap is obviously for people who really want to the cool factor, Ill spend the saved money on making more power to overcome the gearing

 

I read it as the wiring harness is included, youd need crossmember modifications and driveshafts. Youll have to check and see if the 2000 computer can communicate with the VSS in the new style tcase. Dont know that anyone has attempted that swap yet.

 

thats how I understood it.
On the site and stated in here its been sayd they are working on making the 6l80 work with the 24x reluctor wheel on the crank. If i need to change computers I have no problem doing that. I'd love for my my turbo truck to have a 6 speed auto even if i have to limit it to 600fwhp.

 

Let me clear up a few things and a lot of internet misinformation/folklore about the 6L80/90.

First, we did NOT need to change the crossmember on the GMT360 because the 6L80 transmission is actually shorter than a 4L70. 4L80's require new crossmembers because they are longer than 4L70's.

Secondly, our interface module system will include all that necessary to plug & play. Gen III PCM based full size trucks and LS1 engines will require an upgrade to an E40. However, we will offer a plug & play system, when we get to that stage of R&D. So that will mean minimum wiring reconfigurations under the hood.

Thirdly, full size trucks have the advantage over GMT360's because your transfer cases carried over in generations. Therefore, GM already offers and sells the connecting adapters over the counter to transfer a 4L70 4WD transfer cases to a 6L80 transmission.

Lastly, while the 4L80 is undeniably the best transmission to put a lot of power in front of (if you already have big power), it is not due to the fact that it is indestructible. It's strength comes at a tremendous sacrifice to acceleration and fuel economy as it essentially acts as a torque limiting management for the drivetrain. Simple comparisons of gear ratios show that the main reason the 4L80 can withstand so much power is because is has less torque multiplication...hence the old comment that it 'saps power'.

As you can see from the attachment, the 4L80 offers the LEAST amount of torque multiplication. That is why changes to torque converter and final drive ratios are ESSENTIAL to going faster once a swap is performed. It is also why you MUST to have insane amounts of power to go fast with a 4L80

The point and benefit of the 6L80/90 is that you have a transmission that is stronger than a 4L60/65/70, with better spaced gears like a 4L80 (that 1st to 2nd RPM drop is painful in a 4L70), and double overdrive...in a shorter case. So you don't need expensive engine mods to go fast AND get decent fuel economy.

The attached chart shows in the upper area how identically powered and final ratio geared Trailblazer SS's will generate different multiplied torque product to the wheel. The lower area shows how much more power the engine would have to make in order for the 4L70 and 4L80 to match the 'average' forward gear torque of the 6L80/90.

 

Any idea how much the swap to an E40 computer system is going to cost for us 800 platform truckers? Will your conversion make all our gauges fully functional? ETA?

 

Thanks for posting that.
I don't have the time to check this out right now, but hope to in the next few days. I browsed it, but want to in greater detail. I instantly went lookin for price, & I'm sure (as posts indicate too) others are too.

I know 1_bad94Camaro thought "so it would be about 3k plus the price of a trans, converter, and transfer case?" And others are mentioning transfer case(s), but what bout 2WD trucks? Are they gonna be left out in the cold?!?

When I start seeing some GMT800 truck info, I'll start gettin more interested.

A $1600 80E swap? Cody, that sounds a bit low. Sorry, but you'd have to really get a low trans price to even make that feasible. It may be doable but I gotta ...

 

No clue on E40. I would like to target a $350-400 additional cost for the E40, base program, and harness. Factoring in new knock sensors, DBW pedal, and DBW throttle body will obviously bump it up more. Hence, the goal is to offer it as one discount package to bring each per part cost down.

Once we get you GMT800 GMT800 PCM squared on the ECM harness, RWD guys have will need to get a lengthened driveshaft if they go with a 6L80E. You MIGHT be able to get away with keeping your driveshaft if you go 6L90E b/c it's longer than a 6L80 and may be around the same length of a RWD 4L70. Depending on what transmission you already have you'll have to switch out the yoke (e.g. 27 spline to 32). I don't have any concrete info on the RWD interchangeability as our trucks were 4WD/AWD and I knew they would be a more difficult challenge, so I tackled them first.

 

So...my 04 Avv with the 4L80 conversion already done...will this 6L80 conversion work?

 

So this is a bit of a dumb question, but despite the double overdrive gears in the 6L80E, are the gear ratios closer than on the 4L60 or 80E? I hate how my truck falls on it's face with every gear (I'm exaggerating a bit, but closer gears would make it faster). On the other hand, my ol' lady's IS250 Lexus has NO POWER but a trans with tight gears that actually maximizes the engine enough to make a slower car...adequate.

I guess what I'm asking is, will the 6L80E swap tighten up the ratios so there's not quite so large of a gap between gears? If so, count me in, I'll forgo the 4L80E swap for this since I don't see myself getting over the 500 WHP mark.

Also, any updates? My truck in question is a RCSB '03 Silverado with a Radix.