having one of those moments again.......

Over the past 6+ months i have collected several trannies. 3 at the moment and 1 more in the works not counting my latest thoughts.

1 05 4l80 w/ 16k and an transgo shift kit.( Currently in the Suburban)total trooper!!!! BTW never think about a 4l60 again!
1 01 4l80 w/84k and a transgo shift kit.( on the bench as a spare)
1 03 4l85 I am building like a brick $$ house with all bue plates n stuff.(Currently prepping this one for the suburban)planning on pushing more to the wheels.

And the moment, What about a 6L80/90??? drove a g8gt the other day and loved the shift patterns.... Wow possible beni's on MPG's too?

could this hold in my truck? Does anybody beef these up? and if so what would some of the fittment changes need to be to fit behind my little LSX..

Put your thinking caps on!

Best working advise will get a 4l80! lol!

 

TrueBlueGTO was working on a bolt in kit:
https://www.performancetrucks.net/fo...ighlight=6l80e

And as far as building one goes, I think CircleD are the ones to talk to..

-I know the owner of speartech also installed a 6l80e/ls2 into a gmt800

Do I win the 4l80e

 

I found this post to have a bunch of good info..

https://ls1tech.com/forums/automatic...l#post14862452

If it were me with that much power, id stick to the 80E.

 

I know there is a member with a turbo escalade that keeps trashing the six speed when he turns up the boost. I cant remember his name but i think he has gone through a few

 

ITs basically a 4L60E 6 speed is what ive heard it compared to.. not exactly the strongest thing..

80E is proven, id stick with it..

 

There are currently built 6L80Es living behind 1000hp FI LS cars; however, I don't know of any that are even taking 800hp in a truck. That's a big weight difference to consider. I'd start by calling some reputable builders to see what they can do for you. They may just recommend you stick with the 4L80E and forget about the 6-speed. I would also give the TCI 6-speed a look; it's a six-speed 4L80E, for all intensive purposes

 

I would throw that TCI 6-speed idea in the trash... Do a simple search on tech on it, that thing appears to be weaker than the 60e....

 

Really? Wow, that sucks. I thought it was supposed to be a tough, 4L80-based alternative to the 6L80E what a joke. I have really investigated it much, I tend not to research aftermarket-designed transmissions a whole lot as they are typically aimed at the hot rod crowd.

 

Yeah not much out there for solid feed back, and looks to be pretty extensive to get in my 03, 58 reluctor,38 pcm,piggy back the stocker for guages...... and on and on.

Just finished ordering the goods for the 85e currently on the operating table.

gonna stick with what works.

the 80 in the truck has been hassle free, the stock converter however has not(go figure LOL). Hey what can i say, it held up to several thrashings on LEP's dyno, half a dozen 1/4 mile passes,half a dozen mustang dyno pulls, and 8k over the road miles.
What you think a stock 4l80 stalls at??? cuz now this one now stalls @ 3700

Guess i will have to find homes for the 2 remaining 4l80's

 

A 6L80 is nothing like a 4L70 or 4L78. A stock 6L80 from a truck (there are different tq capacity 6L80's) is good for up to about 500 whp. Over that you want a 6L90 or a build 6L80.

What it boils down to is this. The main reason you would want to get a 6L80/90 over a 4L80/85 is because you want smoother and better daily driving characteristics from your trans that can still haul *** and tow.

The main reason you would want to go with a 4L80/85 over the 6L's is because it has been done so many times over. So you'll have an endless amount of resources on how to do it and where to get your parts from.

But plain and simple. 4L80's break like any other mechanical part. They aren't God's own transmission. They have a lot of specific parts and gearing adjustments that will be necessary, so they aren't necessarily easier, better or cheaper to someone who knows how to do a 6L80/90 conversion.

To the OP, your particular issue is the fact that you have a 24x motor and the reluctor ring is on the back end of the crank INSIDE the motor. I'm working with a motorsport school to develop a conversion kit that will essentially make 24X Gen III's a hybrid motor to run a 24x or 58x motor. We should have it figured out by the end of August.