Keep the 4l60e and get a stall verter or get the 4l80e and get rid of the 60?
08-23-2013, 03:20 AM
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Keep the 4l60e and get a stall verter or get the 4l80e and get rid of the 60? Guys heres the scenario, I have an ls1 that has a cam in it. The cam has this duration 230/236 on an lsa of 112. I currently have a 4l60e and a stock converter. I was told I need a stall converter of 3200-3600 to get proper performance from my motor. I have looked at some converters and they are a lil pricey. My thinking is I KNOW I will want more power down the road, and the stock 60e may not even hold up to what I have now. Maybe I should sell the trans and converter I have now, buy a 4l80e and get a stall for it or try and get a t56. My question is am I right? Should I cut my losses or will my current trans hold up? How much power can a 4l80e stand up to in stick form? I have this power plant going into a 69 camaro with stock gears. I have never had an ls before so I am not really familiar with either trans, I appreciate any and all advice. I hope someone with first hand experience chimes in, Thanks Guys!
08-23-2013, 07:13 AM
#2
Guys heres the scenario, I have an ls1 that has a cam in it. The cam has this duration 230/236 on an lsa of 112. I currently have a 4l60e and a stock converter. I was told I need a stall converter of 3200-3600 to get proper performance from my motor. I have looked at some converters and they are a lil pricey. My thinking is I KNOW I will want more power down the road, and the stock 60e may not even hold up to what I have now. Maybe I should sell the trans and converter I have now, buy a 4l80e and get a stall for it or try and get a t56. My question is am I right? Should I cut my losses or will my current trans hold up? How much power can a 4l80e stand up to in stick form? I have this power plant going into a 69 camaro with stock gears. I have never had an ls before so I am not really familiar with either trans, I appreciate any and all advice. I hope someone with first hand experience chimes in, Thanks Guys!
08-23-2013, 09:11 AM
#3
IMO for the time being the stock trans will be fine with a converter as long as you maintain it and keep temps down. Save up for a better trans when you know what your power goals are or when the one you have now lets go. Many people run decent hp numbers with a well built 60e (RPM or FLT) and make them last.
08-23-2013, 12:30 PM
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Some people ave great luck with the 60e lasting, some don't. It's hard to ell you what to do. The cost comparison will be high going to the 80 though. Either way, you most definitely need a converter. Without a doubt, the best bang for buck performance mod I did on my car.
How will the converter shorten the life of my trans, thats a major concern for me?
IMO for the time being the stock trans will be fine with a converter as long as you maintain it and keep temps down. Save up for a better trans when you know what your power goals are or when the one you have now lets go. Many people run decent hp numbers with a well built 60e (RPM or FLT) and make them last.
So my current power level in not to much for the stock 60e? I am estimating around 400hp, what are some good places to get a 4l60e that is built well? I guess I want to know how will a 4l80 stand up and perform, I know I could get one for probably about 300 more than I can sell my 60e for but how much power can an 80e take anyway is a major question is it worth the coin and do they have negative characteristics like sucking up power etc?
08-23-2013, 11:45 PM
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Imo, sell your 4l60e now and do the 4l80e swap now especially since you dont have a converter, a stock 4l80e with a shift kit will handle more than even the best built 4l60e's, wish I would have gone that route before investing anything in a 4l60e!!!
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08-24-2013, 09:00 AM
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[QUOTE=69greyghost;17637326]How will the converter shorten the life of my trans, thats a major concern for me.
The stall converter will generate more heat. Heat alone will kill the trans. Combine that with the extra power your making and its only a matter of time. When you buy your stall converter get a good sized tranny cooler. That will take care of the heat issue.
The stall converter will generate more heat. Heat alone will kill the trans. Combine that with the extra power your making and its only a matter of time. When you buy your stall converter get a good sized tranny cooler. That will take care of the heat issue.
08-24-2013, 11:06 PM
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[quote=sheikss;17639033] Sorry, I don't mean to jack the thread gentlemen...
Can the size of the stall be an issue as well? The bigger the stall, the more the heat? I'm dealing with a similar issue and not sure what is the most feasible choice.
Scenario - Ls2 w/Ls6 heads, cam 228r, .588/.588, 110lsa tuned, and 4L65e with 70 output shaft, 3400 Circle D stall. 3/4 clutch is believed to have taken a crap, and I'm on my 3 millionth 60e/65e build. Before the crap, I was in the 160-170's consistently on the trans temps.
$$ is an issue and I'm not sure to go 80e or Th400. Is either the lesser evil, which requires more modifications for the swap?
Lisa
How will the converter shorten the life of my trans, thats a major concern for me.
The stall converter will generate more heat. Heat alone will kill the trans. Combine that with the extra power your making and its only a matter of time. When you buy your stall converter get a good sized tranny cooler. That will take care of the heat issue.
The stall converter will generate more heat. Heat alone will kill the trans. Combine that with the extra power your making and its only a matter of time. When you buy your stall converter get a good sized tranny cooler. That will take care of the heat issue.
Can the size of the stall be an issue as well? The bigger the stall, the more the heat? I'm dealing with a similar issue and not sure what is the most feasible choice.
Scenario - Ls2 w/Ls6 heads, cam 228r, .588/.588, 110lsa tuned, and 4L65e with 70 output shaft, 3400 Circle D stall. 3/4 clutch is believed to have taken a crap, and I'm on my 3 millionth 60e/65e build. Before the crap, I was in the 160-170's consistently on the trans temps.
$$ is an issue and I'm not sure to go 80e or Th400. Is either the lesser evil, which requires more modifications for the swap?
Lisa
08-26-2013, 09:38 AM
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[QUOTE=lady3bglover;17640394]
Sorry, I don't mean to jack the thread gentlemen...
Can the size of the stall be an issue as well? The bigger the stall, the more the heat? I'm dealing with a similar issue and not sure what is the most feasible choice.
Scenario - Ls2 w/Ls6 heads, cam 228r, .588/.588, 110lsa tuned, and 4L65e with 70 output shaft, 3400 Circle D stall. 3/4 clutch is believed to have taken a crap, and I'm on my 3 millionth 60e/65e build. Before the crap, I was in the 160-170's consistently on the trans temps.
$$ is an issue and I'm not sure to go 80e or Th400. Is either the lesser evil, which requires more modifications for the swap?
Lisa Here is my 2cents, take it for what its worth...
The 4L60E in stock form is a terribly transmission, its only rated at around 340ftlbs, that is almost eclipsed by the LS series motor in stock form. To make matters worse they put the damn thing in a 5000# truck and expect people to tow with it and survive.
Now, I will say this my dad has a 2004 Silverado ECSB 5.3 truck with 195k miles and pulls a 18ft bay boat regularly with it and its still kicking.
I will also side with 1999BlueTA that a stock 4L80E with a shift kit is just as strong as a built 4L60E, Just get the 4L80E and never look back. The only reason why the 4l60E survive in the Camaros and firebirds is they only weigh 3200# roughly
Keep in mind the First gear in a 4L80E is 2.60 so your going to lose some low end, that's where the stall size is important.
At the end of the day you can do whatever you want to do, but i prefer to have over capacity than under.
Sorry, I don't mean to jack the thread gentlemen...
Can the size of the stall be an issue as well? The bigger the stall, the more the heat? I'm dealing with a similar issue and not sure what is the most feasible choice.
Scenario - Ls2 w/Ls6 heads, cam 228r, .588/.588, 110lsa tuned, and 4L65e with 70 output shaft, 3400 Circle D stall. 3/4 clutch is believed to have taken a crap, and I'm on my 3 millionth 60e/65e build. Before the crap, I was in the 160-170's consistently on the trans temps.
$$ is an issue and I'm not sure to go 80e or Th400. Is either the lesser evil, which requires more modifications for the swap?
Lisa
The 4L60E in stock form is a terribly transmission, its only rated at around 340ftlbs, that is almost eclipsed by the LS series motor in stock form. To make matters worse they put the damn thing in a 5000# truck and expect people to tow with it and survive.
Now, I will say this my dad has a 2004 Silverado ECSB 5.3 truck with 195k miles and pulls a 18ft bay boat regularly with it and its still kicking.
I will also side with 1999BlueTA that a stock 4L80E with a shift kit is just as strong as a built 4L60E, Just get the 4L80E and never look back. The only reason why the 4l60E survive in the Camaros and firebirds is they only weigh 3200# roughly
Keep in mind the First gear in a 4L80E is 2.60 so your going to lose some low end, that's where the stall size is important.
At the end of the day you can do whatever you want to do, but i prefer to have over capacity than under.
08-26-2013, 10:13 PM
#12
I too have been debating this. I had a mildly built 4L60 that just lost it's 3-4 clutch pack. I have a new Circle D 2E stall sitting in my garage but now I'm second guessing myself on rebuilding the 4L60.
I've looked into a 4L80 swap and it's a decent amount if you go built. Some have luck with stock junkyard ones with a shift kit.
From what I've read the 4L80 is the better choice once you get into the mid-low 10s and fast and it provides better gearing vs the 4L60s high first gear and unmatched 2nd & 3rd gears.
I've looked into a 4L80 swap and it's a decent amount if you go built. Some have luck with stock junkyard ones with a shift kit.
From what I've read the 4L80 is the better choice once you get into the mid-low 10s and fast and it provides better gearing vs the 4L60s high first gear and unmatched 2nd & 3rd gears.
