GNXClone

iTrader: (7)

I bought a 4L80e a couple years ago which was built for a twin turbo LSx engine in a '72 Cutlass. It was converted from 4WD to 2WD at the time. It sat in storage since then but now I am about to use this trans in my car.

I pulled the rear VSS off and found that the output carrier does not have the speed sensor reluctor. The Cutlass didn't need it, so they didn't put one on.

Since I now have to tear this trans down completely to install the reluctor ring, what should I be looking for to verify it has all of the necessary improvements? This is going behind a twin turbo LS2 (~650-750HP) in a 4000lb car.

Thanks!

slow67

iTrader: (2)

At least, stock components with some rolller-ization done (new verb? LOL). At 4000 lbs and 750hp, a billet input is probably needed, possibly a billet intermediate shaft and 36 element sprag, depends on your builder's skills.

Fbodyjunkie06

iTrader: (10)

I dunno what their definition of built is.

I have seen some sites that have just done a shift kit, and clutches and say it can handle 1000hp, then I see places like jakes that have billet input shafts and he says 750rwhp easily with 1000rwhp not pushing it to much past a jog.

I opted for the generic "Mighty Mouse" special and am very happy with mine. I still don't know what all that details aside from the bill at the end and that there are is a good amount of billet residing in the input, and output shafts that once were not. Billet main or int. shaft isn't needed until 1500rwhp or over from what my tranny builder tells me. Mine also has a billet rollerized foward hub.

GNXClone

iTrader: (7)

Thanks guys.

slow67

iTrader: (2)

I've seen broken input shafts behind stock 6.0Ls from towing.

Fbodyjunkie06

iTrader: (10)

Oh beleive me slow, I'm not endorsing that it can handle that at all. I don't think they can handle that with those mods at all. Just comparing what a reputable sponsor for our site rates his at and what "other" companies out there are rating their's at.

Fbodyjunkie06

iTrader: (10)

Slow are you a tranny tech?

slow67

iTrader: (2)

No, but I spend a lot of time at Jake's shop, and I'm good friends with his techs.....I have designed a few valvebodies for Jake too....(currently testing a spragless 4L80E in my DAILY, 6 months so far).

GNXClone

iTrader: (7)

I took the 4L80e apart tonight. I am done buying transmissions that were built by someone's favorite local "expert". From now on it's either direct from GM, or a vendor with a transmission dyno.

While I'm new to the 4L80e, I'm guessing it's supposed to have a paper gasket between the separator plate and the case like every other trans I've ever been into. It's completely missing this gasket! How do you forget something so vital like that?

I'm so glad now that this trans needed a reluctor ring installed. I can't imagine what kind of symptoms I would've experienced had I tried to run it.

I also recently discovered that the 4L65e I just broke was supposed to have been built with a sleeve on the input drum, and billet pistons. These are listed on the invoice. They were not there when I opened it up. The input drum was not sleeved (and shattered on me) and the pistons were the usual stamped steel.

GNXClone

iTrader: (7)

I found several plastic thrust washers. The sprag is 34 element. I don't know how to tell, but I have the feeling this trans is mostly a stock rebuild.

I ordered a TransGo HD2 today. I figure at the very least this will give me the dual feed to the direct clutch. And since the trans is completely apart, I can do all the internal mods, not just the VB. Oh, and I'll get that sep. plate to case gasket I'm missing.

Jake's Performance

iTrader: (2)

There is nothing wrong with the nylon thrust washers, in the event that they would fail, a metal one would fail as well and cause further damage.
It would probably work OK without a VB gasket too, many aftermarket VBs don't use a gasket.
Billet input shaft?

GNXClone

iTrader: (7)

That's good to know about the thrust washers.

I'm surprised about the gasket. So leaving it out might not have been an oversight? I'll put one in anyway when I do the HD2 kit.

I wish I had the billet input shaft, but it's just more $ than I have available at the moment. I still need to buy a converter, and I want the Circle-D, so there's $1045 right there.

I have a billet output shaft in the 4L65e that came out of the car. Maybe I should sell that and put the proceeds towards a billet input for the 4L80e.

Hard to believe the 4L80's have a problem with input shafts...it looks so beefy compared to the one in the 4L65.

SnIpEz

iTrader: (4)

Intradasting. I've seen a couple of guys pull out junkyard 4L80E's and rock 700+ hp all day with no issues. Some guy on here awhile back said he continued breaking built 4L60E's and bought a $100 4L80E that looked like it had been running on used 15w30 oil, installed his own torque converter and hasn't had any issues since. Seems like it's kinda hit or miss? I don't really know lol, just putting that stuff out there

Jake's Performance

iTrader: (2)

The stock 4L80E input shafts are hit or miss. I've seen some live at near 1000 HP and I have one broken one that was behind a stock 6.0L, and by stock I mean absolutely stock.
It does greatly depend on shock loading. A nitrous combo in a heavy combo that can hook is going to be brutal on shafts, whereas a turbo combo will likely live at the same or greater power level due to the nature of the power delivery.

SnIpEz

iTrader: (4)

What about Superchargers? Say, a P1SC or a D1SC at 550-500 rwhp for awhile, then one day down the road 800-900 with a bigger blower?

GNXClone

iTrader: (7)

Took some pics as I tore the 4L80e apart to get to the rear carrier. To get the speed sensor ring on, I put the carrier in the freezer overnight. The next day I put the ring in the oven at 225 DegF. I was able to tap the ring on fairly easily, no press required.

Thumbnail #1: Can't seem to find a good source for identifying a 4L80e by it's tag. Anyone know how to decipher this?

Thumbnail#2: Built my own trans holding fixture:

Thumbnail #3: Stock or upgraded spring?

Thumbnail #4: Same question, stock?

Thumbnail #5: 8 Check *****:

Thumbnail #6: Glad to see the builder remembered to install the orifice plug when converted from 4WD.

Thumbnail #7: My transmission farm. Two 4L65e's, one 4L60e and the 4L80e. Why so many 4L60's? So I would have one ready to go in whenever the current one broke. Sad huh?

Lsx Rubi

I am in the same boat as you , swapping a lq4/4l80 into a Jeep wrangler . I am using the stock jeep transfer case with the 4l80. The 4l80 I have is out of 4wd so its missing the reluctor . If I understand it correctly the ecu needs the output shaft speed to shift properly. Where did you buy reluctor wheel from?

GNXClone

iTrader: (7)

I bought mine from http://www.transmissionpartsusa.com, but I can't find it on that site any longer.

Try this: http://www.transmissioncenter.com/4L...ance_Parts.htm

part #RR1

or this:

http://www.google.com/webhp?nord=1#n...4l80e+reluctor

Lsx Rubi

Thanks for the info ,tried googling it before i posted but the only place I could find it was fleabay lol , was just wondering if there was a better source .

YURVIEW

iTrader: (127)

Thumb #1: first two numbers in serial number indicate model year if trans. "05" would be 2005.

Thumb #3 & 4: HD2 kit comes with new upgraded springs. (see instructions)

Thumb #5: HD2 kit only calls for 7 check *****. (see instructions)

southernfbody.com