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Classic Restoration Enterprises is continuing work on their 1986 Pontiac Grand Prix 2+2 Cadillac 6.2L VVT/6L80 swap. They have the engine and transmission in the car. By the way, it's also running a C5 ZO6 corvette suspension. They are using 2003 Corvette Z06 wheels with oversized 315/30ZR18 tires for the rear. Just barely stick out.
This may be one of the first "working" 6L80E swaps so far.
Are they just using a Denali or Escalade control modules?
If they are not, then someone's done some tinkering.
If they are just using the modules from the SUV, then cool swap, but nothing standout for progress.
__________________ 2004 Z06 Victory Red---The evil one 2007 Z06 Artic White-- The nice one 2010 Black Z71 Avalanche-- The daily driver
The electronics to make this work are heavily integrated between the transmission and the ECM. To make it work on a Gen 3 engine you would have to change the reluctor wheel over to the 58X version and go with the newer E38 ECM. Not real practical for an existing setup, but if you're starting a new project it's definitely worth giving some thought to!
Only difference I could find in the 80 and 90, as far as ratio's, is the first gear looks to be 4.03 on the 90. You would never notice that small amount.
__________________ 85 Monte Carlo SS, 5.3/4L60E Daily driver--traded
84 Monte Carlo SS, LS3 418, 248/254 615/595 with XER and XE lobes. AFR 225, 1 7/8 Hedman headers from BRP. 200-4R. 9" Ford, 3:50 gears.
The ratios are the same between the 80 and the 90. The 90 gets beefier parts and thicker gears making it 35mm longer. The 6L80 is actually a little shorter than the 4L60E. We had to actually LENGTHEN the driveshaft for our project.
I think the big advantage with the 4.03 first gear is to use a lower numerically rear end ratio without giving up any off the line performance and still be able to cruise at a very low rpm down the highway.
I have our LS2/6L80 setup mated to a 3.73 rear end and the thing is an incredible beast off the line (as would be expected).
You could change the rear end to a 2.73 and still have almost the same first gear multiplication as 3.73's with a 4L60E. Think of how low your highway cruising rpm would be with 2.73 gears and a .67 overdrive! That's what I feel the big advantage would be (although the 6L80 with 3.73's is a lot of fun).
It all sounds good on paper, in order to use it you'll have to have a well thought out combo. It could end up where the engine does not have enough tque to pull a 3.23 gear and OD unless your doing 180mph.
I have a truck with big tires and the 4L80e the first gear would be awesome and really help me as my current first is close to the new 2nd but the difference between .67 and .70 (4L60E) and my .75 (4L80) can't make that big a difference I am thinking. otherwise my friend who drives a Denali should be getting better than 12.2 mpg cause the engine itself is incredible and has gobs of low end TQ.
running some rpm calculations if my truck had 30 inch tires and it was geared at 4.56 running at 70mph the I would be running at 2861 RPMs (.75 final ratio)
with the same parameters but using the 6L80e (.67 final ratio) it is 2395 RPMs
with the same parameters but using the 4l60e (.70) the RPMs is 2502.
I guess with my own evedence the difference between the 6L80 and 4L80 is real enough but the 100 rpm difference from the 4l60 i am not sure about.
I guess I should get back to work
I also have to chime in on the ugly car thing
__________________ 1990 K 2500 Hummer Kit Body, LQ4, 4l80e, 4x4