6l80e on 5.3 handle 500rwhp?
12-12-2018, 06:17 PM
#1
6l80e on 5.3 handle 500rwhp? I have a 2012 Silverado extended cab with a 6l80e
I plan on doing cam/heads and a few other things in motor
with a trans cooler and a 3200 stall I was told with my set up I will be at 400 before 100 shot.
will a stock 6l80e with a 3200 stall and a cooler handle 500 rwhp ?
I plan on doing cam/heads and a few other things in motor
with a trans cooler and a 3200 stall I was told with my set up I will be at 400 before 100 shot.
will a stock 6l80e with a 3200 stall and a cooler handle 500 rwhp ?
12-13-2018, 07:07 AM
#4
TECH Junkie
Who's tuning the truck? I've seen a well built 0 mile 6l80e get torn to shreds in no time flat because of the tuner.
I've also seen STOCK 6l80e's go 10's and even 9's with a good tuner.
Keep in mind...just because they can handle fuel and timing and might be the best tuner in your area...that doesn't mean they're necessarily good with 6l80e trans.
I've also seen STOCK 6l80e's go 10's and even 9's with a good tuner.
Keep in mind...just because they can handle fuel and timing and might be the best tuner in your area...that doesn't mean they're necessarily good with 6l80e trans.
12-13-2018, 11:05 AM
#6
Who's tuning the truck? I've seen a well built 0 mile 6l80e get torn to shreds in no time flat because of the tuner.
I've also seen STOCK 6l80e's go 10's and even 9's with a good tuner.
Keep in mind...just because they can handle fuel and timing and might be the best tuner in your area...that doesn't mean they're necessarily good with 6l80e trans.
I've also seen STOCK 6l80e's go 10's and even 9's with a good tuner.
Keep in mind...just because they can handle fuel and timing and might be the best tuner in your area...that doesn't mean they're necessarily good with 6l80e trans.
I started to type they can but yours may not but just wrote yes they can. In the right hands they definitely hold some big power.
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12-13-2018, 01:27 PM
#10
TECH Junkie
Modifying a truck you don't have paid for seems pretty silly to me. but to each their own
12-13-2018, 03:56 PM
#12
Irving. Advanced Modern Performance
You gonna tell us you've never made a modification to a car you're making payments on? Or did I read that wrong.
I don't see anything silly about making a vehicle the way you want it. Unless you're buying mods instead of paying the payment.
12-13-2018, 04:12 PM
#13
TECH Junkie
To answer OP question...yes. 500 horse on a 6l80e is very very doable. Camaros made 400+ stock and they aren't exactly light.
If you have a good tuner that has a decent track record with 6l80e then you should have no problem whatsoever at 500 horse
12-13-2018, 05:08 PM
#14
That's exactly what I'm saying.
To answer OP question...yes. 500 horse on a 6l80e is very very doable. Camaros made 400+ stock and they aren't exactly light.
If you have a good tuner that has a decent track record with 6l80e then you should have no problem whatsoever at 500 horse
To answer OP question...yes. 500 horse on a 6l80e is very very doable. Camaros made 400+ stock and they aren't exactly light.
If you have a good tuner that has a decent track record with 6l80e then you should have no problem whatsoever at 500 horse
I'm on the opposite end of the spectrum than you are but like you said to each their own, I've modified every car I've ever owned in some fashion and financed half of them, the payments were all always made regardless, never missed one payment and paid every car off in full. I'm scratching my head wondering why it matters to modify a car you're making payments on. Like genuinely curious. But NOT asking you to explain your view point if that makes sense. I'm just confused by it.
As for the 6L80.. there are a ton of 4k pound CTS-V's with 6L90's making around 1k and doing well. I know it's a little bigger trans but, wait, there's more. There are two 2014 K2 4wd trucks in the UAE with stock 6L80's running mid 9's in the 1/4. The 6L trans is very strong when tuned properly and maintained.
01-09-2019, 07:25 AM
#18
TECH Junkie
Tuning a 6l80e requires attention to all of the adaptive parameters that the ecu has. All centered around timing of the shifts.
The 6l series of transmissions has all synchronous shifts. As opposed to older th400 style transmissions that has asynchronous shifts (part of what makes them so robust and simple to build)
Asynchronous shifts in a th400 means that to shift to the next gear, you just bring on an additional clutch pack. you don't have to release any of the clutches that were engaged before. So, for 1st gear, you have the forward clutch engaged. For 2nd gear you just apply the intermediate clutch. So now you have the forward and the intermediate applied for 2nd gear. for 3rd, you leave the fwd/int applied and just engage the directs. This makes shift timing much simpler and leaves essientially no room for flare or bind up.
A 6L series on the other hand, is prettymuch all synchronous shifts (aside from the 1-2 shift and 5-6 shifts). What this means, is one clutch has to engage at the same time as another clutch disengages. This makes timing much more complicated and much more important.
If you disengage one clutch too soon before the other can apply...you get a big flare up.
If you engage one clutch too soon before the other can disengage...you get a bind.
Either of those situations is going to be hard on the trans. It will wear out clutches in a hurry and build up alot of heat and wear.
This is why we need computers to control these timing functions...the computer can monitor shaft rpm, derive torque values, monitor the time it takes to fill the clutch piston cavity with fluid, etc. It uses all of this information, along with throttle position, load, rpm, etc to calculate when and how to time each and every shift. Very much in the same way the engine uses the tune to calculate how much fuel and ignition advance it needs based on any given operating situation.
So, an incorrect tune will miscalculate the timing of the shift, and very rapidly cause wear or sometimes a more dramatic failure. The same way a bad tune on the engine can hurt fuel economy or more dramatically melt a piston.
The 6l series of transmissions has all synchronous shifts. As opposed to older th400 style transmissions that has asynchronous shifts (part of what makes them so robust and simple to build)
Asynchronous shifts in a th400 means that to shift to the next gear, you just bring on an additional clutch pack. you don't have to release any of the clutches that were engaged before. So, for 1st gear, you have the forward clutch engaged. For 2nd gear you just apply the intermediate clutch. So now you have the forward and the intermediate applied for 2nd gear. for 3rd, you leave the fwd/int applied and just engage the directs. This makes shift timing much simpler and leaves essientially no room for flare or bind up.
A 6L series on the other hand, is prettymuch all synchronous shifts (aside from the 1-2 shift and 5-6 shifts). What this means, is one clutch has to engage at the same time as another clutch disengages. This makes timing much more complicated and much more important.
If you disengage one clutch too soon before the other can apply...you get a big flare up.
If you engage one clutch too soon before the other can disengage...you get a bind.
Either of those situations is going to be hard on the trans. It will wear out clutches in a hurry and build up alot of heat and wear.
This is why we need computers to control these timing functions...the computer can monitor shaft rpm, derive torque values, monitor the time it takes to fill the clutch piston cavity with fluid, etc. It uses all of this information, along with throttle position, load, rpm, etc to calculate when and how to time each and every shift. Very much in the same way the engine uses the tune to calculate how much fuel and ignition advance it needs based on any given operating situation.
So, an incorrect tune will miscalculate the timing of the shift, and very rapidly cause wear or sometimes a more dramatic failure. The same way a bad tune on the engine can hurt fuel economy or more dramatically melt a piston.