Project "progress"
03-17-2010, 07:08 PM
#33
I've had some problems the transmission was installed misaligned...only 1 dowel pin was placed which was my fault. The trans is very sensitive, you hit a bump and there's some play in the bellhousing bolt holes and the trans case shifts very slightly. So only 1 pin is a big no no. I just got inside from pulling the trans and putting in the passenger side dowel pin. Couldn't get the dowel ALL the way into the block (was hammering on it with a 4lb blow hammer), but it got nearly all the way in there so it should be good to go. Still left to do is to get the driveshaft back in tomorrow, bolt the converter back up, and get the rest of the bolts in the bellhousing to the engine block. I can't run the 4l80e dustcover at the moment because the fins on it hit my headers. Gotta get that trimmed up (not that the dustcover is really necessary, but it does give some extra stability to the engine and trans). Regarding the slip yoke, that thing is a mother to get in with the trans full of fluid. Im thinking if I jack the trans up some of the fluid will run back and it should slide in easier.
Opening day of the track is this saturday, but 60% chance of rain, so I'll should be able to run it next weekend and compare to the 14.06 I ran with the stock 60e and stock stall. But just from driving this thing around, it is way more fun and hits much harder. I would recommend the 4l80 to anyone. The shifts are so much more precise and predictable. Just to give you an example, with the 2-3 on the 4l60 I would set it to shift at 5600 and it would shift at 5850ish. I have the 80 set to shift at 6000 and the damn thing shifts at 5996 rpm according to EFI live. So much better. I cant even imagine how nice a built one would be.
Opening day of the track is this saturday, but 60% chance of rain, so I'll should be able to run it next weekend and compare to the 14.06 I ran with the stock 60e and stock stall. But just from driving this thing around, it is way more fun and hits much harder. I would recommend the 4l80 to anyone. The shifts are so much more precise and predictable. Just to give you an example, with the 2-3 on the 4l60 I would set it to shift at 5600 and it would shift at 5850ish. I have the 80 set to shift at 6000 and the damn thing shifts at 5996 rpm according to EFI live. So much better. I cant even imagine how nice a built one would be.
03-17-2010, 07:24 PM
#36
There's a few other changes such as bigger headers (1 7/8 vs 1 3/4 and also now no cats versus cats then). I also now have EFI live control whereas the last track was running on a wheatley tune which I suspect wasn't all that accurate since the thing smelt like a fuel pump at idle. Running no cats now is barely noticeable now that I have the fueling more accurate. But other than those changes everything should be the same. It's gonna be pretty much a very good 4l60e vs 4l80e comparison. The butt meter is telling me exactly what I had predicted....the aftermarket torque converter eliminated any parasitic and gearing disadvantages that the 80 has compared to the 60. Just my opinion of course. Others will tell you that the 80 has no place in anything other than a 500+ hp build.
03-17-2010, 07:30 PM
#38
The 60' I'm predicting will be a little better due to the taller 1st gear. I believe it was 2.16 on the stock stall. I think with slicks it should get down to the 1.8 range if not better. As far as I know, the only one who really ran the 4l80e N/A seriously was Pewter53 in his full bolt on, stock cam LQ4 reg cab. He was running a 4000 stall I believe and went 13.02 on the stock cam. So for me I'd say 13.6 would be reasonable.
I'm also considering sending the stall back to Yank for a restall to 4000ish. This thing is tight, all it needs is 2000 rpms around town, I think I could handle up to 2500 rpms for everyday driving.
I'm also considering sending the stall back to Yank for a restall to 4000ish. This thing is tight, all it needs is 2000 rpms around town, I think I could handle up to 2500 rpms for everyday driving.
03-19-2010, 11:07 PM
#39
Trans and converter are fine regarding this vibration/noise I've been getting. Turns out it was due to my crossmember being angled slightly downwards. As well I put the 4l60e trans mount on the 80. The 80e one was not very stiff at all and allowing the trans to move around a lot. This stall is big fun, but now I'm wanting more. I'll put in the cam next weekend, but now Im seriously doubting that the mid 220s cam is worth my time. It seems like everyone is going to mid 230 cams these days in 6.0s with no adverse effects.
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