Search Products Search for:. We offer several versions of this trans for applications up to horsepower. This trans has a low first gear ratio of 3.
This trans was built with a Chevy only bolt pattern, but we have a package for Buick, Olds, Pontiac, and Cadillac people so you can enjoy the benefits of this excellent transmission too. We also provide a custom rebuild service for those interested in keeping the original trans but need an upgraded version to handle additional power mods. Call for more details. The built-in display and keypad lets the user adjust and tune for their specific application and diagnose problems should they occur.
The controller can can drive an electronic speedometer as well. No further adjustment or maintenance is needed. Properly tuned, your vehicle should have better gas mileage during cruising, and be more responsive to the throttle.
Our heavy duty replacement model for vehicles originally equipped with the or those wanting to upgrade to an overdrive with a maximum of horsepower. This model features over 25 upgrades and modification to improve durability and performance and comes with our heavy duty lock-up torque converter with stall speed up to rpm.Choosing the Right Crate Engine for Your Project from Summit Racing
This is a special edition trans we have developed to use with the very popular and powerful ZZ4 crate engine. This transmission is calibrated to bring out the best of this engine's power and torque curves and includes out ZZ4 Torque-Max torque converter.
If you are considering this engine for your car or truck this trans will bring out the best in its performance and economy. This custom version of our is modified to respond to the tremendous torque output of the Ram-Jet engine. A combination of the durability and performance mods of our ZZ and RV transmissions with stall and speed shift calibrations matched to this awesome fuel injected crate motor.
Our heavy duty trans with additional modifications to handle up to hp in heavy vehicles such as pick-ups and Suburban's. Our special heavy duty torque converter with towing modifications is included. This is the ideal unit for the person with a warmed up small block or mild big block who tows a boat or a camper on weekends, but doesn't want to sacrifice drivability and economy during the week.The world of transmissions has developed a lot over the last 20 years.
One tried and true transmission, the TH, received a slight makeover into the 4L80E. We wanted to took a closer look at it. The TH was originally introduced to the General Motors platform in the s. The 4L80E came thirty years later in the s.
The 4L80E has a max torque rating of lb. The gearing to move such a heavy load is a 2. These transmissions can be found behind 4. They are electronically controlled, unless modified, and the housing itself is die-cast aluminum. Some Hummers also ran them as well.
Mind you, this transmission can also be converted to be a full manual gearbox as well. The transmission is also slightly larger than a TH as the overall length is 32 inches; 1. Another aspect to note is the transmission cooler lines. Early versions had them side by side, but later versions had one moved further back in the housing. There are a lot of different ways to go about acquiring one of these transmissions.
The easiest and most expensive route is to buy a brand new or rebuilt one off the shelf. These can be purchased through several different companies that normally offer a warranty on them.
However, the price can go through the roof for a brand new transmission. Alternatively, you could go on Craigslist and pick up a used one, hoping that it works as great as the seller tells you it does. Use your best judgement in these cases.
Another option is to search for a core at the local yard, or even better your local dismantler and spend hours finding one and pulling it out. This would be a cost effective way of sourcing one, but it would most likely need to be rebuilt. In our search for one, we came across Just Chevy Trucksa place that takes Chevy trucks and dismantles them in Maine. The difference between dismantlers and the local yard all come down to how vehicles are ingested and the organization structure in place.
The remainder of the truck is immediately removed from the property and sent to the local crusher. After purchasing our core unit, the the question came up—where should we have it rebuilt?
The Doctor Is In. Sure it somewhat worked, but if we wanted to do more than drive from one side of the parking lot to another, it would need a full rebuild. Instead of buying a rebuild kit and hoping that we did everything right, we decided to call the Doctor. Doctor Steve was happy to take on another patient and had seen a case like ours before. He does a fair amount of work for people who go off-road racing, where the applications have to withstand violent amounts of horsepower, week after week.Forums New posts Search forums.
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Thread starter Michaeljp86 Start date Aug 9, Heres some info on the early 4L80E transmission problems. I thought it may help someone out. The 4L80E is being found in more and more high performance, race, and tow vehicles over the last few years.
And it's no secret why. The 4L80E, an electronic, overdrive-equipped version of the venerable TH, is tough enough to handle just about whatever hell you put it through when built properly. But while the 4L80E is a strong, heavy-duty transmission, during the first few years of production the 4L80E was not as durable as its design permitted due mainly to faulty parts. As such, most of the SS trucks came with 4L80E transmissions that had faulty parts from the factory.
Most of the problems are electronic in nature and are relatively easy, but expensive, to fix. This article deals with fixing your factory 4L80E to make it as durable and reliable as it should have come from the factory.
The following is a list of problems and possible solutions, should your 4L80E suddenly start to give you trouble.
P-R-N-D work, upshifts are erratic and occur at random engine speeds, will not upshift from first gear no upshifts at all : This problem seems very serious in nature but in fact this is something very simple to fix. In addition to erratic shifting, the trans control program will default to backup shifting mode if you drive it long enough with this bad sensor, and as a result line pressure through the valve body will be boosted to maximum value, creating harsh shifting.
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Your transmission uses two main sensors to gather information on when to shift, which is the TPS throttle position sensorlocated on the throttle body, and the input speed sensor, located on the driver side gear case about 8 inches up from the pan, to the rear of the bellhousing.Because Novak has always maximized our domestic supply and internal manufacturing paradigm, we are seeing little interruption due to the Co-Vi situation. However, permit a day or two extra for fulfillment and be aware that we may contact you with questions or options on items where our suppliers may be having difficulties.
The 4L80E transmission is the advanced progeny of the legendary TurboHydramatic TH automatic transmission, and is based heavily on the in both parts and strength, yet featuring an added overdrive gear, a lock-up torque converter and advanced electronic controls. This article also covers a variant of the 4L80E - the 4L85E, which is built to handle even heavier-duty use, and all references to the 4L80E apply to it unless otherwise mentioned.
Readers may also note that the 4L80 and 4L85 terms are sometimes used without the "E" suffix, as all GM automatics are now electronically controlled and therefore in no need of differentiation.
The 4L80 nomenclature denotes that the transmission is a 4-Speed, Longitudinally mounted, and for lbs. Maximum engine input torque for the 4L80 is ft. The case is die cast aluminum. The 4L80E was designed for vehicles up to lbs. GVWR and with engines up to ft. The 4L85 was designed for vehicles up to 16, lbs. The torque converter is a fluid turbine drive and like those on its predecessor transmissions; the THC, R4, and 4L60, the 4L80 features a lock-up pressure plate for direct mechanically coupled driving from the engine crank.
The 4L80 features a mm torque converter. The transmission typically accepts a 6. It features a dry weight of lbs. Like earlier automatics, the 4L80 features one line pressure tap available for testing and diagnostic purposes.
4L80E Transmission Heavy Duty 2WD MERCH
They also feature transmission cooling ports for highly-recommended external transmission oil coolers. The TH was so enduring at GM and other marques, that it was actually the last hold-out of the old-school automatics without a lock-up torque converter or overdrive.
The R4 was a pretty tough transmission, but not quite in the class of the TH GM needed a heavy-duty automatic overdrive. The rear tailhousing bolt pattern remained the same, but its indexing bore diameter was changed. Like the TH, the 4L80E generally featured a large 32 spline output shaft in both the various 2wd and 4wd applications.
Like the other GM automatics, the 4L80E featured a die-cast aluminum case. Unlike the later 4L60E transmission, the 4L80E did not feature a removable bellhousing, but an integrated bellhousing with only the Chevrolet 90 degree engine bolt pattern being available.
Though not entirely without glitches, the 4L80E was essentially successful and the transmission continued to be improved throughout its production span, with incremental changes entering as available. The 4L85 transmission was introduced in Some of the differences included a 5-pinion output gearset and 5-pinion reaction gearset. Though not a transmission development change, in GM specified a new transmission fluid formulation and required its use for warranty in the 4L80 series.
Dexron VI superceded previous transmission fluids with claims of improved transmission performance and greater transmission and fluid life. Like the TH, the 4L80E is intended to operate between the duty range of the 4L60E and the Allison series transmissions, and prior to the current high-powered light-duty series truck diesel revolution, Allison transmissions were essentially only used in the medium-duty class series trucks.
In fact, prior to the advent of the GM Gen. As with its TH predecessor, the 4L80 transmission found its way not only into significant GM applications, but also into luxury marques, including Jaguar, Rolls Royce, Bentley, and Aston Martin, as well as less glorious vehicles such as school buses and motor homes.
Yet, the 4L80 continued use in GM's truck line-up like in when it was introduced into the Suburban and Yukon XL vehicles with the 6. Some vehicles have shift maps that are selectable by the driver based on usage, such as towing. A portion of the PCM's strategy is shift stabilization, which reduces hunting. The torque converter, in factory applications, is controlled by a PWM lockup solenoid for smooth lockup action. However, many performance enthusiasts prefer to reprogram the 4L80E to run as a simple on-off solenoid.
Inthe H1 received a 4L80E with its own dedicated T42 transmission computer. Other GM applications were to follow. This is both a return to and a departure from previous automotive control systems in the industry in that earlier electronic transmissions used a separate control module, later to be integrated into the Engine Control Modules which were thus termed Powertrain Control Modules.Mega Monster Transmissions Engineered to Dominate, the 4L80E Mega Monster transmission is tough enough to withstand the rigors of even the toughest street machines delivering tire-spinning shifts race after race.
It is ideal for vehicles powered by engines producing up to horsepower using pump gasoline. In either mode, you get a racetrack shift that bangs through the gears giving you all the right to say "Eat My Shift! When you use the manual gear selection feature, the Mega Monster upshifts and downshifts when you move the shift lever, please note, in order to have complete control of the RPM shift timing you must upgrade to a full manual valvebody.
When you select the normal drive position, the transmission retains its firm, automatic shifts for the ease of driving you look for in an automatic transmission. The Mega Monster Transmission features: the latest technology in our industry with only the best internal components for increased strength, dependable performance and monster torque capacity. All Monster transmissions are thoroughly inspected, blue printed and tested to ensure that your investment is completely flawless.
For the system to operate properly, all throttle linkage, vacuum lines and kick-down components must be connected and adjusted properly. The cookie settings on this website are set to 'allow all cookies' to give you the very best experience.
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In Camaros and Corvettes of just one generation ago, the term "six-speed" distinguished a manually shifted machine from an automatic, but that's not the case anymore. With the introduction of the 6L80E in the '06 Corvette, the gear tally is all tied up at six for both manual- and automatic-equipped GM performance machines alike. That means automatics can now run just as quickly as their clutched stablemates down the dragstrip in stock trim, and outright destroy them once a higher-stall torque converter is thrown into the mix.
However, as with any piece of hardware that's brand new from the ground up, hot rodders were destined to blow them to bits with prodigious doses of LS horsepower before the aftermarket had a chance to catch up with stronger internals. Fortunately, thanks to companies like Circle D Transmission, the wait for near-bulletproof 6L80E automatics is over. Circle D has been beefing up GM's new six-speed since they first hit the streets, and we recently visited its shop to find out what it takes to prep a 6L80E for battle.
In GM speak, the "6" in 6L80E denotes the number of forward speeds, while the "80" is an arbitrary figure that represents its strength. Not surprisingly, GM's new six-speed is reserved for only the most demanding applications such as fifth-gen Camaros, C6 Corvettes, and heavy-duty trucks and SUVs.
With fifth-gens weighing in at a portly 4, pounds, an extra two speeds make it easier to get all that mass moving off the line while still keeping the motor in the fat part of the powerband at WOT. With a ridiculously low 4. The 4L80E is more proven because it has been around much longer and more parts are available for it, but the 6L80E has come a long way and they can handle tons of power with a few basic upgrades.
According to Circle D, GM rates the 6L80E's capacity at rear-wheel hp and it often burns up clutches once exceeding the hp mark.
It certainly doesn't help that this transmission tends to run very hot, which Circle D rectifies on its shop car with two in-line trans coolers. The next component most prone to failure is the spline area of the hub where it engages into the output carrier," says Kyle.
They feature custom nitrided steels to prevent warping, and more durable clutch linings that are more resistant to heat.
Another major departure from past GM transmissions is that the 6L80E has no bands-just clutches-and relies heavily on electronics for all aspects of operation. By eliminating the bands, GM reduced the number of torque-handling components inside the transmission while also improving shift quality. The downside is that the timing of clutch engagement and disengagement, as well as clearances, must be very precise in order to prevent internal damage.
Even at stock horsepower levels, Circle D reports that properly tuning the 6L80E is critical to transmission longevity. That's where the electronics and tuning come into play," explains Kyle.
It houses all the pressure control solenoids, shift solenoids, and the transmission control module in one sealed unit.
Hughes Performance Automatic Transmissions
There are tons of electronic adjustments that can be made to alter clutch pressures and apply times for durability. The factory tune is good until you start putting more power through the trans.
Once that happens, the clutches start slipping on initial apply, which messes up the timing. Depending on a customer's needs, we can modify the transmission control module so it's custom tailored to a specific application using HP Tuners software.
In addition to walking us through the rebuild process, co-owner David Dolejsi and Senior Technician Kyle House of Circle D gave us a sneak peek at some prototype hardware that is currently in the works to further fortify GM's six-speed.
Co-owner Sherry Dolejsi was very careful to say that while they won't call their improvements bulletproof, Circle D is constantly making modifications to its procedures and looking to make certain areas of the transmission stronger. As we strengthen one component we find the next weak link. The potential for this transmission is amazing, but there are growing pains. Take a look at this supercharged Chevrolet Camaro. Rear horsepower marks in at horsepower.
James Newsome searched for this gorgeous Chevrolet Camaro to build as a promotional vehicle for his company, Cold Air Inductions. A Chevrolet Camaro gets a few upgrades. A frameless mirror, and a MyLink system. Check out the install here! This Chevrolet Camaro got overhauled in just three weeks.