Why not? It is about the same width as a t56 up top, just longer.

 

Thats what I always wanted to do if I had the money. A lot less stressful on the drivetrain even after adding more weight. Im not sure an 80e would even be necessary over a built 4l60 unless your making 600+.

 

yes yes yes!
continue...

 

im workin on this swap. hope to have it done in time for 2k13

 

Same here ill have it done by tx2k13 also lol how are you controlling the trans? controller? mvb? or pcm?

 

Will it fit?? Everything else is easy

 

I have one on the floor in my shop (I was going to use for the Turbo Regal) and did a few quick measurements...

1. The bellhousing will be very tight, the one I have has a bracket that will have to be cut off.
2. The trans mount is in the exact same location as the T-56 (on mine, anyhow) so the OE trans cross member would be retained.
3. The trans itself is not wider, but the pan is and would require exhaust fab work around that pan...like the new Camaro's have their exhaust.
4. Would have to use braided steel lines for the trans cooler and the passenger side of the tunnel would have to be relieved.

I was going to test fit the 4L80E I have the next time I pull the trans (whenever I have time really). I hope that someone beats me to it so i know what works and what doesn't. I would not try a 4L60E, it may fit easier, but in these heavy cars they will not hold up.

BTW - my 4L80E is out of a 2000 Chevy Silverado C2500..I have the 6.0, harness, and computer also.

 

Wouldn't a beefed up 4L60E be a better choice? I know people who have had problems with 4L80's during high RPM operation. It seems like you could do the sway easier since GTOs had them. Not hating since I don't know your ultimate goal and a 4L80 is relatively bullet proof.

 

I'm by no means an expert on these trannys but the 4l60e is what they run in all the 1500 class trucks I can't see the weight of a V causing issues there. Granted I have destroyed more 4L60e transmissions than I care to count.

 

I wouldn't go through all that trouble for a 4l60. I wonder if you could reflash the stock computer to work with an auto.

 

The main problem with the 4L80E is the input shaft...some of them break under stock 6.0 power, other than that they are stout and regarded as the strongest 4 spd trans...its a TH400 with overdrive.

It is, some of the Vortech Max trucks (1500 with a 6.0 instead of 5.3) used the 4T65E, and then I think the 4T70E. They can only be so strong, with the wide 1-2 ratio and third gear being the worst things about this trans. I have had 3 in my truck at 100k miles (one sun gear problem, and two third gear issue's).

Everyone steps up to a 4L80 if they are serious about longetivity.

Agreed. And yes, you can have a segment swap done by either EFI Live or HP Tuners to your OE PCM and add the necessary pins/harness so it can control either the 4L60 or the 4L80.

 

Another member (2C5s) researched swapping in an automatic and posted his findings on here. Evidently, the tunnel is designed to accept the GM auto that's used behind the small V6 motors and it's case is much smaller than the 4L60E and 4L80E units.

As I remember, very extensive floorboard modifications would be required and at that time (several years ago) no one wanted to cut up their car that much.

The bigger issue with most 4L80E swap is clearance around the cooling lines entrance to the case and the lower part of the case at the pan juncture as well as the ISS/VSS connector bosses. Note also the large casting hump on the right side of the case.

Photos are attached now.......

 

Serious racers never used THM400s they used power glides. Due to their high rotating mass at high RPM they can due funny things. What about a 200R4? Kenne Belle has them behind 1000+ hp turbo Buicks. They have a light internal mass and a wide variety of parts available as well as a better OD ratio. I have seen them for sale rated above 650hp.

 

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I wouldn't put a 60 behind an ls. They break behind a 4.3. My buddy had a 700r4 behind a SBC in a pickup and was replacing it every fall..

 

What's the info on the v6 auto for our car? Can one be built to handle the power? Prolly a stupid question but never hurts to see....

 

ill be going with mvb or rmvb not sure yet. dont really wanna go through the trouble of all the computer shifted **** and thats just more junk to go wrong. i already drive a manual now ill just have to do the same stuff without the clutch lol.

 

Umm...not exactly accurate. The "increased rotational mass" that you describe may cost a few hundreths to a few thousands of a second versus a stock OE trans. To make a 200R4 survive behind a turbo 6, they need a whole host of billet components (added rotational mass BTW), shift modification kit, and TV cable trickery to get it right. Don't know if you have been active in the TR scene...but most are swapping the 4L80E in place of the quirky 200R4.

And yes, serious racers have always used TH400's. Even the 5.0 boys back in the day.

The notion of the 4L80E causing a measurable loss performance is an internet myth that needs to die. Besides, swapping a 9" Ford rear does cost a measurable performance loss...but having the strongest components does not always come without a cost.

 

My buddy put 850 down through a 4l80. I'll take a little power loss for that kind of durability

 

I always thought guys used powerglides over t400s was because of less shifts. Less shifts = lower et.