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No sir, you are wrong on this one.... I am talking about a scale not he-man lifting after a few beers....
4L60E 160-176lbs
4L80E 260lbs
We are talking about it in the car, who cares what it weights without a converter... and I have never heard of a 20-30lb difference... Wow you have a 4L80e and did not noticed the weight difference?
__________________ Who is smarter, the guy with the junkyard budget build or the guy who's mods either equal or cost more than his car is worth?
The 4L80 has more clearance than the 4L65 in transmission tunnel on my C2.
The longer rear mount location was no problem. The longer pan was only a minor problem that required making cutout in X-member to provide clearance to fit it. Will have to trim bellhousing mount point off on one side. Common problem with that on most cars from my research.
What kind of car? I've done two LS swaps into Mustangs, for the first one I used a 4l60 and the second was a 4l80. The 80 actually fit better in the tunnel or around the top side of the transmission. The 4l60 required me taking the BFH to the tunnel to gain clearance. this was up around the bellhousing and I would say about the first half of the length of the 60 is bigger or maybe just taller somehow...
I was real worried about using the 80 for my second swap but needed it for my power plans. It went in with no snags. I only had to dent the tunnel a tiny and I mean tiny bit where the cooler lines come out of the 80. The tunnel was close here and while the lines would of fit, there was no way to get them on the trans unless I dropped it down first so I just put a good dent in the tunnel directly across from where the fittings for the lines are. The bottom of the trans is wider and the length is a good bit more but height wise or tunnel clearance was not a concern at all.
I'm starting to think the weight differences of the 4l60 and 4l80 are falling into Warrior intake and Bigfoot category. How come nobody is agreeing within at least 20-30 pounds? I think someone would become rich if they could show on a scale both weights then charge to see it!!!LOL
I'm starting to think the weight differences of the 4l60 and 4l80 are falling into Warrior intake and Bigfoot category. How come nobody is agreeing within at least 20-30 pounds? I think someone would become rich if they could show on a scale both weights then charge to see it!!!LOL
Is the below correct? I don't know, but it must be cause the Web is never wrong.
If 296 lbs is correct, then 4L80 is 133 Lbs heavier than 4L65.
If the 4L80 weighs in at 225 lbs as per Hot Rod Magazine, then it only outweighs the 4L65 by 62 Lbs.
If you want to know for sure, come to Knoxville, TN and I'll let you pick up my 4L65 1st and then led you grab hold of the 4L80 and lift it to see what you think difference is...
No sir, you are wrong on this one.... I am talking about a scale not he-man lifting after a few beers....
4L60E 160-176lbs
4L80E 260lbs
We are talking about it in the car, who cares what it weights without a converter... and I have never heard of a 20-30lb difference...
As I stated before.... What the weight is without a converter is irrelevant since you want the weight assembled and that will be mounted up to your car...
As I stated in a previous post, this bring up the debate of the TH350 vs TH400..... Depending on your driving habits you can tear up a TH400 as well as a TH350... Samething with a 4L65E vs 4L80E...... It just depends on your application and driving habits..... Most guys with a race,street/strip, ET's are a concern, less weight and parasitic valvetrain loss% maybe important..... The goal in most applications is to maximize torque effiency..... Is the 4L80E a bad tranny? No, But the weight differences are not tied soley into converter weights... Just something as simple as the drums weights are different... ie the 4L80E does have some internal parts that weigh a little heavier than the 4l65E...
Almost the same principle here with the allison, dana 60, ford 9"... They are very heavy , stout, rearends and eat a lot of power.... But some guys live by them.... I guess its just a preference and intent... Can a 4L65E work?, yes guys have been running them all the time and have ET's to prove it..... Drive to the track, do several passes and drive home..
But the key thing here for power and torque effiencey is the complete combo or package.... Most guys that tear up their trannys sacrificed in other areas of the valvetrain whether it was due to lack of funds, didn't know, or just failed to address the issue.... We have taken bone dry stock tranny's out of junkyards ran em and they are still running to this day... But these tranny companies make you believe that you need all billet parts and charge you inflated priced for a tranny. We will use the 4L80E that from the factory can actually handle 600LBs of torque.... GM list it at 475-500lbs but we know GM is concervative on ratings.... Most charge $2500-$3200 and this can be debated....... Remeber when you talk to these companies ask them about how much torque can these tranny builds handle, because it is not horsepower that tears your tranny up, its the torque.... These companies market horsepower because horsepower is sexy to the masses.
In the end it is all about personal preference and if you can get a good deal... If you can get your donor motor(LS 1,2,3LQ9 etc..) and they have a 4l80E for like $500-800, hell grab it.... But for me I just dont see myself paying $2500+ for a 4l80E and TCM $500+ then the converter $700+... Thats just not my thing...... I am not against the 4l80E I think its a great tranny, but just not for my application..... I ran a TH350 behind 600lbs of torque BBC with a 9.5 stall and never had a tranny issue.... But I didn't do anything reckless like loading it up all the time at every stop light, dropping it at 3000 rpms or downshifting out of 3-2 at rolling speeds, or excessive burnouts because it looked cool... With that much torque I could smoke em and chirp at 35mph just flooring it....lol
__________________ Who is smarter, the guy with the junkyard budget build or the guy who's mods either equal or cost more than his car is worth?
Need some advise. I have a LS6 going into a 1964 Chevelle convertible. I know im going with a 4L60E trans, but is there a better yr then others and is there a differance between the bell housings that are removable as to a fixed bell? Thanks for the info and help. LS Tech is awesome!!
Even though the OP seems to have made up his mind I will chime in and say my 4l80e fit in my Chevelle easier than the 4l60e. Stupid servo cover stuck out and got in the way.
Weight of the 4l80e with the stock converter is much higher. Scaled side by side with aftermarket converters my 4l80e was 44lbs heavier than my 4l60e.
4l60e vs. 4l80e size. 
