Well all is done finally. If I knew its this much problem, whould have never done it....

Had to have a new 4L80E ordered since the one Speed Engineering furnished from a local Transmission shop in Fresno had about 200K miles on it after they opened it up due to so many problems... I let it go...

New 4L80E with a billet shaft ordered and a new transfer case that would fit it from the SS1 truck was used.

A faulty torque converter had us puzzled for 3 weeks.

Car is not making the kind of power I wished for, also the 4L80 seems to be way less snappy than the 4L65, not sure if its related to the torque converter or not.

 

I have another question about this trans, maybe it's a little out of subject, but I just want to be sure.

I'm setting up my 68 firebird with an LQ9 and auto trans, I'm nut shure which 4LX0 it is.
I bought the car without engine nor trans, it was a manual car since it has clutch pedal. My question is: which shifter do you guys recomend me for this convertion? I saw a video on the internet of a guy driving his car with some sort of sequential auto shift.

Thanks

 

No idea to be honest.... If you are under 700HP, go with a built 4L65E

 

Well it could be the converter but you have to bear in mind too the gearing is different and the rotational mass is considerably heavier which may have and affect also due to more parasitic loss

And though I am in no way against this swap,I do warn all my customers it is more than a mild undertaking. And like anything there are distinct pluses and minuses to the swap. It seems that it still falls in to the catagory of any upgrade or mod there are allways trade offs. But glad you got it working and Im sure once you get used to the different feel you will be happy with it.

 

Yes the 4L80 definitely makes me feel like I am towing something as compared to the 4L65E. I just feel I got myself too scared about a built 4L65 under the heavy car (6200lbs). The 4L80 is really an overkill it seems to me, for the piece of mind that it may give, its not worth it to me at least.

Perhaps you are right, I will get used to it just like anything else....

The final drive (4th gear) seems to be also lower than the 4L65 which means higher RPM at FWY speeds which is not nice. Wish I had more choices in the internal gear ratio of the 4L80.

 

Actually you can change the 1st gear ratio in the 80E and cause a resulting change in the OD ratio also, I beleave one of our suppliers offers this set , It is exspensive, But I can check on it for you if you like but it does require yet another complete tear down of the trans to install and may require additional programing of the PCM.

 

I appreciate it a lot. If you can check please. Anything that would make the 4th gear taller for freeway driving is a go with my situation.

For the 4L80, how much does it slow down the car? I mean the rotational mass? I just feel like the car feels like I am towing when I get on the gas... I actually wrote to you in the past but back then you only offered 4L65E's and not the 4L80, when did you gin to beoffer the bigger tranny?

 

The Builder got the tranny from RPM Transmissions... hopefully they are good.

 

We started a few months ago and i think I told you the we WOULD stand behind the 60E in your application.
I will check on that gearing

 

Yes I do recall your comments, now I regret not having gone that way. As I said everyone scared the hell out of me with the 4L65.

After a different transfer case, custom drive shafts, etc.... I defnitely wish I had stuck to the L65.

Would appreciate your input on the Gear set. I may do an exchange on it.

 

Tomorrrow for sure

 

A 4L60E/4L65E shouldn't even be an option in your case. The best built 4L60E in the world will not last long in that setup. I wouldn't trust a 4L60E for long in a car pushing that power with half that weight, let alone 6,000 lbs. A 4L80E should be your only choice if you want overdrive, unless you want to go through the cost and trouble of building a TH400 w/a Gearvendors unit.

 

ChochoTaco, I made the decision based on similar opinions, but I feel the 4L80 is too much maybe, it drives too much like a motorhome, too much parsitic loss.

The 4L65Es seem to be a lot stronger these days. At least it seems that way from the postings and readings. My concern was the power with the 6200lb weight and the AWD that would not let the wheels spin in case of torque overload.... but I somehow think it was overdone...

 

If there is that much difference in feel with the 4l80 than you have something else going on. I have run multiple 700r4's before switching to a 4l80e and they are geared differently but it should not feel like you are "towing" something whenever you are driving. One thought is that the 60 and 65's have that steep first gear that feels very different than the first in the 80. I personally hated that first gear and huge drop off to second when I ran 700's but I could see how it could make a 6600lb vehicle feel more slugish.
The overdrive between the two is not that much different. I have a few hundred more rpm with the 80 but nothing dramatic.
Dyno numbers between my car with the 700r4 and the 4l80 showed the 80 actually put down more rear wheel horsepower, the only real variable was the weather so it is not like the 80 sucks up huge amounts of power unless you run the stock slug torque converter. Point being, if it feels that bad you may have something else going on. Good luck with it.

 

Bismarck

Do you know anything about the converter for the 4L80E you used?

Diameter, Stall, Weight???

That will make a difference on how the throttle response is and how it can feel taking off.

Chris

 

You're worried about parasitic loss on an 800HP motor? You won't even notice it. All you're doing by swapping to a 4L80E is improving traction in 1st gear and making the trans 100x more reliable. You won't lose that much from a 4L80E anyway, it's the TH400 that'll eat all the power.

 

I will find out more about the Torque converter and let you know.

Thanks for all th eposts guys, it will help. I thought the 4L80 had a taller first gear and not lower, not true?

 

how do you lose MORE power with the th400??? The 4L80e IS a th400, just with additional electronics AND a overdrive unit. So it must be harder to spin a 4L80e its just common sensem more rotating mass etc... Correct me if im wrong though??

 

Well Project is finally done, after 7 months. I will post some pictures soon. Running the Whipple at 12 psi and 12deg of timing until the engine breaks in. Then will go up to 15 psi and 9deg. Will have Meth injection from Snow Perf. installed with an on-demand switch for days when its over 100deg which we get it socal in summer time.

The car hauls A** and the 4L80 is much much better. Had to go through two trannys and two Torque converters. The first tranny, I was chated and felt like a sucker. It was an old standard 4L80 sold to me by speed Engineering. He had sourced it form somwhere else. Cost me $5K, had about 200K miles on it and the wrong output shaft. The first torque converter from RPM Transmissions with 3 clutches, had too high of a stall, 2400. I hate stall converters. So had another one built with 1800 stall and 5 clutches I must admit, I like stock factory converters better, but they are not strong enoung.

The new 4L80 from RPM is MUCH MUCH better. I am happy with it now, but do miss the taller 4L65 4th gear. I may go down to 342 rear from 373s, just need to lower the RPM on the freeway. Turning 2500RPM at 75mph. Its about 500RPM higher than the 4L65.

The 4L80 needs more cooling than the 4L65, but the torque converter has a lot to do it. So two B&M external coolers are ordered. Still need to come up with a cold air intake and swap the battery location.

I must say Andy at A & A Corvette, is an amazing guy. This man knows what he is doing. He is not done until its done right.

I have not floored the car yet. But just getting on it softly here and there and while cruizing is more than even my Eibach suspension can handle. I thought I had enough suspension, but for this much power, I will need more, hope I can find something adjustable.

running 60lb injectors, and the oil presssure is 60psi. The Ron Davis Radiator with a 160 thermostat keeps things pretty cool for the motor which helps keep detonation at bay.

Gas mileage dropped from 14MPG to 10MPG. The motor is now 1000cc bigger, and the tranny has more parasitic loss (4L80) and the 3.3L whipple takes more HP than the 1.8L Magnuson.

By the way I will have the other torque converter for sale. LS7 to 4L80 $600, paid $1000, drove for 5 miles

Will update you with pictures....

Escalade ESV 2006 AWD
Built 4L80 conversion with Billet output shaft and shift kit - deep pan RPM Transmissions
Torque converter with 5 clutches - RPM transmission
upgraded HD AWD transfer case from SS4
Custom made drive shafts
427 cuin, Aluminum Block
8.5:1 ceramic coated pistons
60lb injectors
72cc AFR Heads
Lunati Crank
Eagle rods
6100 RPM shift Point
3.3L Whipple Supercharger with 10 rib pulley set 12psi - Max Limit 25psi
60lb injectors
Large Ron Davis Capacity Radiator
Large Capacity Intercooler from Ron Davis
long Headers - REMOVED --- went with shorties and kept stock Y tubes
High flow Cats - REMOVED
Corsa Touring Exhaust - REMOVED Way too loud. Stock exhaust is good enough
Brembo 8 Piston calipers Front & 4 piston Calipers Rear
Eibach Suspension all around 2/1 drop with HD stablizer bars
Widened rims (20x11) 325/50VR20 TOYOs

 

I am glad to hear you got it all done and its working for you. Long project like that I am sure was fustrating. But sounds like its all good now