XLR8NSS

iTrader: (4)

First, I am posting this because I'm putting a 422 in a heavy truck and will probably end up spraying a small <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> shot on top of it. The 4L60E is not an option for me. I also won't get rid of overdrive. <img src="http://64.127.132.31/smilies/nono.gif" alt=" - " />

Ok I want to know if a 4L80E can be built as strong as a TH400. I always here that a 80E is just a 400 with an overdrive.

Are the hard parts in both the same? Is there any reason I should go TH400 over a built 4L80E? Once you figure in the price of getting an overdrive unit for the 400 the prices couldn't be much different.

I am leaning towards a 4L80E but, my brother-in-law has a TH400 w/ratchet shifter I can have for cheap.

Professional and experienced trans. guys please throw in what you think.

Thanks

John

supersp0rt

i dont know all the details as far as building it up, but i know the 4L80E is damn near unbreakable and yes, it can be built very very strong.

sited12

the 80 is A4 and the TH400 is A3. You shift the TH400 for better results as for the 80, it is much like the 60E. Just put it in drive i go i believe.

fbird_ta

iTrader: (1)

When it comes down to it the 4L80E and a TH400 with a Gear Vendors overdrive (if that is what you were thinking of) are about the same. The TH400 can be built almost indestructable and the Gear Vendors is also almost idestructable. If you can get a TH400 already built cheap I would go with it and a Gear Vendors. If not go with the more compact 4L80E.

XLR8NSS

iTrader: (4)

Yes, the gear vendors OD is exactly what I am talking about. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

The TH400 that my brother-in-law has is not really built and will have to have a few seals and problems worked out. The gear vendors unit is also not cheap. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" />

The thing I like about the 80E is that it comes in the HD trucks and will probably be a relatively hassle free swap. The stock computer will also be able to control it.

I've heard the 4L80E can be built to handle 1000+ hp. How much of that is truth and how much is <img border="0" alt="[bullshit]" title="" src="graemlins/gr_bs.gif" /> ? <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Thanks fellas. Keep the replies coming.

John

turbo

iTrader: (10)

Id go with the 4L80E, thats what im going to go with when I get a bigger transmission.

Which stock computer you talking about? the one out of our cars?

Casey

Speedfreaks101

The 4L80E is for all practical puposes a AOD T-400. There are a few drawbacks to the 4L80E: Core price, and weight. These suckers are heavy. I cant remeber the exact weight but I will try and find out. As far as which unit to use, well me personally I would like to use the AOD. I think it would be a simpler install and in the end less expensive compared to the GVOD setup. I beleive in the KISS theroy.

FASST

If you're going to use the F-body computer, the 4L80E will be an easy upgrade. The 4L80E retains computer control, and as such you can modulate the programming to stiffen, soften shift feel. Hughes makes an extremely stout version....they stand behind their work and have often replaced/repaired their trannys for free after the warranty had passed.

turbo

iTrader: (10)

Cool, was curious if the fbody ecu would still control the 4L80E.

Hughes sells conversion kits for the fbody? Ive been looking at finding one.

Thanks

Casey

Pro Stock John

iTrader: (34)

Geoff Skorupa of Performance Technical Center did one of the first swaps of a 4L80E into a C4 Corvette (847-228-7256).

You are looking at like $1100 + your core to do a T400.

I think a 4L80E core is pricey, how much do they cost to beef up?

My only concern is that a 4L80E done up might be like double or triple the cost of a T400.

XLR8NSS

iTrader: (4)

JR, I found a place that sells manual 4L80E's that are supposed to be good for 900+ hp for less than $3000. They are like 2900 and some change with no core charge. That is outright.

These do not work with a computer though. They are full manual.

I'm sure one could probably be got at a junkyard for a good price. I don't know how much to beef them up. It shouldn't be anymore than a 4L60E but, that is just my thinking. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

JK <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

Oh yeah, the gear vendors overdrive is alot of money just by itself. <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />

<small>[ November 22, 2002, 02:32 PM: Message edited by: XLR8NSS ]</small>

FASST

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by r8ls1:
<strong>Hi FASST , im curious how exactly do we get the 4l80e to work with the stock PCM , is the wiring harness the same as the 4l60e and it just plugs in and works the same way , or does there have to be re-wiring done ? I like to get a 4l80e but it has to stay electronic . Nothing like setting your shift points with ls1edit and just point and shoot .

btw I found a website lists the weights as 4l60e - 170 lbs , 4l80e - 260 lbs .</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">The easiest way to do it is to get a new wiring harness, stand-alone computer go from there. Hughes sells the full kit with race-built 4L80E (no core required) for $5300. A bit expensive, but it's plug and play. The shift points, shift lag time, lock-up percentage and full auto/manual control settings can all be changed at the push of a button...or two. The driveshaft will also need to be shortened and the yoke will need to be modified...32 spline instead of a stock 27. All in all, it's pretty sweet...and if you break this thing you have WAY too much power anyway <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> (over 1000).

BTW, great info on the weights...hmmmm...now, where to find 90 pounds to lose.

<small>[ November 22, 2002, 02:56 PM: Message edited by: FASST ]</small>

FASST

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by r8ls1:
<strong>Sound good , but cant a 4l80e be used with the cars stock PCM ? In the above post you said its an easy upgrade with an f-body computer .
</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">So it depends...The 4L80E programming is supported on 99 and up PCMs. 98...your SOL. This comes from the guys at carputing: "I could cut and paste the 4L80E trans section into an LS1 PCM for 1999 and up, but not for 98." Since I have a 98, I either need to go out and get a 99+ computer (which then will not have the correct VIN number), or use the stand-alone.

As for the converter, when I talked to Hughes they said that they can make the 4L60E converter work. Personally, I don't know how they do that--I was pressed for time and didn't pry. Most guys that use a TH400, or 4L80E use a TH400 converter. In which case you can go with any stall you'd like.

<small>[ November 23, 2002, 09:29 PM: Message edited by: FASST ]</small>

rcsfastmonte

iTrader: (1)

you can do the 80 in a manual shift as well as an auto.

uphigh07

iTrader: (48)

back from the dead, this post is like 8 years old man

Stephan Tharp

Back from the dead once again, and now its 14 years old. Man how technology has changed since the first post here haha.

agenthol302

iTrader: (1)

sounds like you already have your mind made up on the 4l80, I would say if you plan on doing a lot of street just go with the 4l80, if it will mostly be a track car go with the th400

mrvedit

Since there are much more current and up-to-date TH400 versus 4L80E threads, this is closed.