Is the 4l80e the same size as the 4l60e overall? I'm thinking about going to a 4l80e in my swap, just not sure if it will fit. Thanks.

 

I believe the 80 is much bigger in size. I know it's a lot heavier 4l80 is 220 lbs.

 

Hey buddy, sorry I can't give you a sure fire answer to your question. But if you google it, tons of info comes up.



68 impala lq4/4l80e swap.

 

http://www.tciauto.com/Products/TechInfo/trans_dims.asp

 

The 4l80E is around 90-100lbs heavier than the 4l60,65,E's....

 

Not even close. Without converter the difference is 20-30lbs at most.

 

No sir, you are wrong on this one.... I am talking about a scale not he-man lifting after a few beers....

4L60E 160-176lbs
4L80E 260lbs

We are talking about it in the car, who cares what it weights without a converter... and I have never heard of a 20-30lb difference... Wow you have a 4L80e and did not noticed the weight difference?

 

The 4L80 has more clearance than the 4L65 in transmission tunnel on my C2.

The longer rear mount location was no problem. The longer pan was only a minor problem that required making cutout in X-member to provide clearance to fit it. Will have to trim bellhousing mount point off on one side. Common problem with that on most cars from my research.









C2 = 63-67 vette

 

Thanks for all the info, I really appreciate it. It looks like I'll have to stick with the 4l60e, I don't have room without building a new tunnel.

 

What kind of car? I've done two LS swaps into Mustangs, for the first one I used a 4l60 and the second was a 4l80. The 80 actually fit better in the tunnel or around the top side of the transmission. The 4l60 required me taking the BFH to the tunnel to gain clearance. this was up around the bellhousing and I would say about the first half of the length of the 60 is bigger or maybe just taller somehow...

I was real worried about using the 80 for my second swap but needed it for my power plans. It went in with no snags. I only had to dent the tunnel a tiny and I mean tiny bit where the cooler lines come out of the 80. The tunnel was close here and while the lines would of fit, there was no way to get them on the trans unless I dropped it down first so I just put a good dent in the tunnel directly across from where the fittings for the lines are. The bottom of the trans is wider and the length is a good bit more but height wise or tunnel clearance was not a concern at all.

Hope that helps.

 

That's good news. It's a 62 Nova, and the 60e actually fit without hitting anywhere. I guess I have to decide before I have the driveshaft made...

 

I'm starting to think the weight differences of the 4l60 and 4l80 are falling into Warrior intake and Bigfoot category. How come nobody is agreeing within at least 20-30 pounds? I think someone would become rich if they could show on a scale both weights then charge to see it!!!LOL

 

Is the below correct? I don't know, but it must be cause the Web is never wrong.

If 296 lbs is correct, then 4L80 is 133 Lbs heavier than 4L65.

If the 4L80 weighs in at 225 lbs as per Hot Rod Magazine, then it only outweighs the 4L65 by 62 Lbs.

If you want to know for sure, come to Knoxville, TN and I'll let you pick up my 4L65 1st and then led you grab hold of the 4L80 and lift it to see what you think difference is...


http://www.gminsidenews.com/index.php?page=trans_guide

Hydra-Matic 4L60-E/4L65-E
Specifications

Type: four speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch.

Engine Range: 2.8L-6.0L
Max Gearbox Torque: 600 lb.-ft.

Weight: 163 lbs.

Assembly Site: Toledo, Ohio

Applications: Chevrolet Colorado, Trailblazer, Silverado, Tahoe, Avalanche, Suburban; Cadillac Escalade; GMC Sierra, Yukon, Yukon XL, Canyon, Envoy Denali; Hummer H2, H2 SUT, H3; Saab 9-7x



Hydra-Matic 4L80-E/4L85-E Transaxle
Specifications

Type: four speed rear-wheel drive, electronically controlled, automatic overdrive transaxle with electronically controlled torque converter clutch.

Engine Range: 4.8L-6.0L
Max Gearbox Torque: 461 lb.-ft.

Weight: 295 lbs.

Assembly Site: Ypsilanti, Michigan

Applications: Chevrolet Silverado, Avalanche, Suburban, Tahoe; GMC Sierra, Yukon, Yukon XL; Hummer H2.

You might want to check out the Transmission Forum here and see what the numbers are there. I'd do a search before I asked to make sure you want to.

 

As I stated before.... What the weight is without a converter is irrelevant since you want the weight assembled and that will be mounted up to your car...

As I stated in a previous post, this bring up the debate of the TH350 vs TH400..... Depending on your driving habits you can tear up a TH400 as well as a TH350... Samething with a 4L65E vs 4L80E...... It just depends on your application and driving habits..... Most guys with a race,street/strip, ET's are a concern, less weight and parasitic valvetrain loss% maybe important..... The goal in most applications is to maximize torque effiency..... Is the 4L80E a bad tranny? No, But the weight differences are not tied soley into converter weights... Just something as simple as the drums weights are different... ie the 4L80E does have some internal parts that weigh a little heavier than the 4l65E...

Almost the same principle here with the allison, dana 60, ford 9"... They are very heavy , stout, rearends and eat a lot of power.... But some guys live by them.... I guess its just a preference and intent... Can a 4L65E work?, yes guys have been running them all the time and have ET's to prove it..... Drive to the track, do several passes and drive home..

But the key thing here for power and torque effiencey is the complete combo or package.... Most guys that tear up their trannys sacrificed in other areas of the valvetrain whether it was due to lack of funds, didn't know, or just failed to address the issue.... We have taken bone dry stock tranny's out of junkyards ran em and they are still running to this day... But these tranny companies make you believe that you need all billet parts and charge you inflated priced for a tranny. We will use the 4L80E that from the factory can actually handle 600LBs of torque.... GM list it at 475-500lbs but we know GM is concervative on ratings.... Most charge $2500-$3200 and this can be debated....... Remeber when you talk to these companies ask them about how much torque can these tranny builds handle, because it is not horsepower that tears your tranny up, its the torque.... These companies market horsepower because horsepower is sexy to the masses.

In the end it is all about personal preference and if you can get a good deal... If you can get your donor motor(LS 1,2,3LQ9 etc..) and they have a 4l80E for like $500-800, hell grab it.... But for me I just dont see myself paying $2500+ for a 4l80E and TCM $500+ then the converter $700+... Thats just not my thing...... I am not against the 4l80E I think its a great tranny, but just not for my application..... I ran a TH350 behind 600lbs of torque BBC with a 9.5 stall and never had a tranny issue.... But I didn't do anything reckless like loading it up all the time at every stop light, dropping it at 3000 rpms or downshifting out of 3-2 at rolling speeds, or excessive burnouts because it looked cool... With that much torque I could smoke em and chirp at 35mph just flooring it....lol

 

Need some advise. I have a LS6 going into a 1964 Chevelle convertible. I know im going with a 4L60E trans, but is there a better yr then others and is there a differance between the bell housings that are removable as to a fixed bell? Thanks for the info and help. LS Tech is awesome!!

 

Even though the OP seems to have made up his mind I will chime in and say my 4l80e fit in my Chevelle easier than the 4l60e. Stupid servo cover stuck out and got in the way.
Weight of the 4l80e with the stock converter is much higher. Scaled side by side with aftermarket converters my 4l80e was 44lbs heavier than my 4l60e.

 

Here are the official GM specifications for each transmission.

4660e/65e/70e stats from GM Powertrain

M30=4l60e 360 lb/ft max. torque rating 610 lb/ft max. gearbox torque rating
M32=4l65e 400 lb/ft max. torque rating 670 lb/ft max. gearbox torque rating
M70=4l70e 400 lb/ft max. torque rating 670 lb/ft max. gearbox torque rating


Hydra-Matic 4L60-E/4L65-E Transmission
(M30/M32/M33/M70/MD6/MK2)
Type: four speed rear-wheel-drive, electronically
controlled, automatic overdrive transmission
with torque converter clutch
2.8L - 5.7L (M30)
6.0L (M32/M70)
360 lb-ft (488 Nm) (M30)
400 lb-ft (542 Nm) (M32/M70)
610 lb-ft (827 Nm) (M30)
670 lb-ft (910 Nm) (M32/M70)
Gear ratios:
First: 3.06
Second: 1.63
Third: 1
Fourth: 0.7
Reverse: 2.29
1-2 6200 rpm
2-3 6100 rpm
3-4 n/a
Maximum shift speed (M32): 1-2 6400 rpm
2-3 6200 rpm
3-4 n/a
1-2 6400 rpm
2-3 6200 rpm
3-4 n/a
Maximum validated gross vehicle weight: up to 8600 lb (3900 kg) (application & axle
ratio dependent)
P, R, N, OD, D, 2, 1
P, R, N, OD, 3, 2, 1
Case material: die cast aluminum
Shift pattern: (2) two-way on/off solenoids
Shift quality: variable bleed solenoid
Torque converter clutch: pulse width modulated solenoid control
245, 258, 280, 300mm (M30) (diameter of
torque converter turbine)
300mm (M32)
Fluid type: DEXRON VI
wet: 74 kg (163.2 lb) (M30)
wet: 88.3 kg (194.6 lb) (M32/M70)
7.9L (8.4 qt) (245-mm converter)
10.8L (11.4 qt) (300-mm converter)
Pressure taps available: line pressure
Toledo, Ohio
Romulus, Mich.
Ramos Arizpe, Mexico
Chevrolet Colorado/GMC Canyon (M30)
Chevrolet TrailBlazer SS (M30/M70)
Chevrolet TrailBlazer/Buick Rainier (M30)
Chevrolet Silverado 1500-2500/GMC Sierra
1500-2500 (M30, M32, Hybrid (PHT)M33,
M70)
Chevrolet Tahoe/GMC Yukon (M30/M32)
Cadillac Escalade/Escalade EXT (M32)
Chevrolet Avalanche (M30)
Chevrolet Suburban (M30)
Chevrolet Express and GMC Savana (M30)
Chevrolet SSR (M32)
GMC Sierra Denali (M32)
GMC Yukon XL Denali (M30, M32)
HUMMER H2 (M32)
HUMMER H2 SUT (M32)
HUMMER H3 (M30)
Pontiac GTO (M32)
Envoy Denali (M30)
Saab 9--7(M30)

4l80e/4l85e trans stats also from GM powertrain

MN1=4l80e max torque rating 440lb/ft torque
MN8=4l85e max torque rating 460 lb/ft torque

2006 Hydra-Matic 4L80-E/4L85-E
Transmission (MT1/MN8)
Type: four speed rear-wheel-drive, electronically
controlled, automatic overdrive transmission
with torque converter clutch
4.3L - 8.1L gasoline
6.5L - 6.6L diesel
440 lb-ft (597 Nm) (MT1)
460 lb-ft (624 Nm) (MN8)
Maximum gearbox torque: 885 lb-ft (1200 Nm)
Gear ratios:
First: 2.48
Second: 1.48
Third: 1
Fourth: 0.75
Reverse: 2.07
1-2 5200 rpm
2-3 5200 rpm
3-4 5200 rpm
Maximum validated gross vehicle weight: up to 18,000 lb (8165 kg) (application & axle
ratio dependent)
7-position quadrant: P, R, N, OD, D, 2, 1
Case material: die cast aluminum
Shift pattern: (2) two-way on/off solenoids
Shift quality: force motor control
Torque converter clutch: pulse width modulated solenoid control
Converter size: 310mm (reference) (diameter of torque
converter turbine)
Fluid type: DEXRON VI
wet: 115 kg (254 lb) (MT1)
wet: 115.5 kg (255 lb) (MN8)
Fluid capacity (approximate): bottom pan removal: 4L - 6L (4.2 qt - 6.3 qt)
Pressure taps available: line pressure
Towing capacity: up to 22,000 lb (9979 kg) maximum gross
combined vehicle weight (application & axle
ratio dependent)
Assembly sites: Ypsilanti, Mich.
Chevrolet Avalanche (MN8)
Chevrolet Silverado and GMC Sierra
2500HD & 3500 series (MT1)
Chevrolet Suburban and GMC Yukon XL
(MT1/MN8)
Chevrolet Express and GMC Savana
(MT1/MN8)
Hummer H1 (MT1)
C 3500 HD (MT1)
W Series (MT1)

 

This is a good link about transmissions weights :

http://blogs.carcraft.com/6702943/ed...80e/index.html

 

30 lbs heavier than a 4L60E...lmao..

 

Yeah... 30lbs...

Maybe weighing a dry 4L80E with no converter and a full '60 with converter and the guy's GF sitting on top

FYI, the stock 6 bolt '80 converter weighs 80lbs

Those devils are some kind of HEAVY