Maybe doing a TT setup with a capped shift point of 5800 or so may be a hot ticket to keeping this tranny alive. TPTransmissions, from what you have seen, it sounds like the stock clutch/clutch + full torque management will likely hold 500+rwhp with no issues. Have you seen RPM to be an issue with these transmissions? I'm amazed that the HOB car made a number of passes at well over 600rwhp/rwtrq and no slipping, or any other issue with the transmission. Last time I heard, the HOB car had nearly 15k miles of relatively hard driving on it (though I believe they stated the car runs around with 530rwhp or so on the street).

 

if this auto really is that stout this is making for an even better project car for us. im glad i started this thing

 

I'm glad you did too!

 

I have heard of a few that are holding up fairly well to that hp and some are in the 6500 rpm shift range. The production controls limit torque on the shafts during accels and clutches during shifts.

 

wow 6500 is just all the better. even if i shift at 6000 knowing that 6500 is pushing it I'll have the comfort of knowing im safe and well within limits

ok so quick question about the friction material.

lets say we get a ls3 c6 with the 6 speed auto and we send it to you for all the bells and whistles available; What would that run me? Earlier you said 1500 but that was just for a base rebuild. Secondly with the friction material what kinda power do you think that would allow me to put down?

 

Thank you for the response. Being that the torque management limits these areas of stress, how about while there is engagement in each gear? Has anyone, for instance, had a slip or break during a pull in a gear (i.e. a 3500-6000rpm pull)? HOB did not have any issues with their 630+rwhp car on the strip. This car was hooking up as well. I know on the street (with street tires), traction (or the lack thereof...) limits stress on the drivetrain/transmission much of the time at these kinds of hp/trq levels. To sum it up, I guess I am just having a hard time wrapping my mind around the fact that this transmission could hold up to 630-650rwhp and trq while hooking up on numerous 1/4 mile passes. I'm used to 4L60's, and other non-GM transmissions that even with mild modifications started running into failure 10-15k miles down the road. There is no way, not even ONCE, that a stock 4L60E would hold up to 650rwhp if the car was hooking up. That is one of the reasons I am trying to push this thread. The guy I know making over 500 rwhp through a turbo setup on his '08 G8 GT for quite some time now swears up and down to me he has not messed with the TCM in the car. It has the factory stock trans calibrations in it (so he has NOT removed trq management). He said he has not had any instance that would give him the impression the transmission has suffered at all. He said it has no slipped at any time (stop light, highway pulls, etc.). He said he estimates he has been at WOT in this car 150 times or so since the turbo kit has been installed (not including 20 or so dyno pulls for tuning purposes).

 

maybe gm finally invested in some good strong technology and made us a tranny that will last

 

just orderer my Yank SS3200 for the 6L80E, Dave at yank has several guys running the 6l80e and was very helpful in selecting a converter and answering some of the 6l80e questions.

 

Good deal. Did Dave/Yank offer up any information/advice pertaining to strengths/weaknesses and power/torque/rpm handling capacities?

 

this is some info i got while talking to dave at yank: the 6l80e is a great stock trans but just like anything if you are making good power and racing it alot eventually it will fail, and the aftermarket really doesnt have anything yet to build up the unit better than stock. the 450-550 rwhp (street car/ocassional drag car) will last quite a while with a proper trans tune. when i get the car together ill be getting ahold of him to find out the tips for tuning the trans to hold up.

thanks, again to dave at Yank

 

awesome even 500rwhp is a pretty stout stock auto tranny

its more to say than the GT-R's at any rate :lol

 

Jay...so Yank seemed to indicate that 450-550rwhp may live for quite a while as well? I'm not sure what this translates into mileage, but, I would even be happy with 50-60k miles of 500rwhp (not abusing or beating on it, but being able to take advantage of the boost occasionally).

 

street driving on street tires is a lot easier on the whole drivetrain because you are never going to put all the power to the road, the tires will just spin, at the track with a set of slicks is a different story and just like anything you race at the track, the more power you have and the more traction you have the faster parts will break or wear out

what does it turn into for street miles compared to hp levels, i really dont think anyone can answer that

i know the setup i will be running, along with a trans tune and large trans cooler, im not going to worry about it till it breaks

 

if we get a C6 (which im thinking we will in may) one of the first things we'll add is a transmission cooler and maybe even the z06 oil cooler.

heat is almsot everythings enemy, especially a tranny

 

Any info on swapping the 6l80e into an F-body? What contoller do you need to run the transmission?

 

the tcm is built into the valve body inside the trans,

you would need to run a newer ecm and harness that would communicate with the tcm inside the trans, you would also need a 58x crank wheel, 4x cam signal, and dbw throttle body

 

I would love to have one of these in my car. But I ant gonna go through all the BS of changing my crank and everything else. Someone needs to make some sort of controller or standalone to control this trans. Hopefully one that is plug and play.

 

i dunno if the 6l80e would fit in an fbody car. someone better check the 4l60e vs the 6l80e dimensions

 

You can make anything fit.

 

Talked to Rossler today, and I burned clutches out for forward and reverse, broke some sort of pin and clogged the filter. Plus may have screwed up the solenoid pack which is going to be expensive since it is a GM only part. I think my problems all started because I had the dealer change the fluid and they had no idea how to do it. I have since learned that the tranny needs to be filled up to the top of the pan where it meets the transmission, which is a pain in the *** since you have to pump fluid in from the bottom of the tranny.