6L80/6L90 into 68 Camaro does go....
09-24-2009 | 02:44 AM
#141
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[/QUOTE]
09-25-2009 | 01:30 AM
#144
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Chassis was built in Athens, Alabama where pictures were taken. It should be in North Carolina now going under a 1963 Vette. Has C6 vette suspension. I know he wants it to be able to paddle shift it.
That 4" pipe in trans cross member looks like piece that use to belong to me...LOL May not be.
Belongs to a Chevy dealer who is more well known for one of his other enterprises.
That 4" pipe in trans cross member looks like piece that use to belong to me...LOL May not be.
Belongs to a Chevy dealer who is more well known for one of his other enterprises.
09-27-2009 | 09:09 AM
#145
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Up and running well. Just a few more tweaks to work out before it's a finished product!
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91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
Last edited by Speartech; 10-22-2009 at 09:53 PM.
10-06-2009 | 02:55 AM
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10-06-2009 | 05:10 PM
#147
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Yes they did Ian!
You might get a kick out of this little project we're doing with just the LS9 supercharger:
https://ls1tech.com/forums/forced-in...rger-swap.html
You might get a kick out of this little project we're doing with just the LS9 supercharger:
https://ls1tech.com/forums/forced-in...rger-swap.html
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91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
10-09-2009 | 05:31 PM
#148
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You might get a kick out of this little project we're doing with just the LS9 supercharger:
https://ls1tech.com/forums/forced-in...rger-swap.html
https://ls1tech.com/forums/12341342-post45.html
Look forward to seeing some times if you get down to the strip before it ices over!
10-22-2009 | 01:56 PM
#149
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Hi,
Neat thread!
Anyway, I have a few questions.
Please correct me if I am wrong...........does not the truck 6l90 use a 3 bolt torque converter and the caddy 6l90 use a 6 bolt converter?
Does the truck and caddy use the same size input shaft?
If it could be used, would the caddy's twin-plate torque converter clutch be of any benifit as opposed to the trucks stock single plate converter?
Would there be any reliability issues using the truck's 3 bolt assembly as opposed to the caddy's 6 bolt assembly behind an LS9.
What exactly is the size of the truck's yoke? Is it larger than a 1350 series?
I have been told that the truck's output shaft and gears are stronger and I'm simply trying to decide which 6L90 to use.
Thanks man!
John
Neat thread!
Anyway, I have a few questions.
Please correct me if I am wrong...........does not the truck 6l90 use a 3 bolt torque converter and the caddy 6l90 use a 6 bolt converter?
Does the truck and caddy use the same size input shaft?
If it could be used, would the caddy's twin-plate torque converter clutch be of any benifit as opposed to the trucks stock single plate converter?
Would there be any reliability issues using the truck's 3 bolt assembly as opposed to the caddy's 6 bolt assembly behind an LS9.
What exactly is the size of the truck's yoke? Is it larger than a 1350 series?
I have been told that the truck's output shaft and gears are stronger and I'm simply trying to decide which 6L90 to use.
Thanks man!
John
10-26-2009 | 05:11 AM
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FYI all: After swapping a few PM's with NTSOS, it becomes clear that there are some differences between the LS9, LSA A6 and other A6's.
6L90E behind the Caddy LSA runs a 6 bolt/twin plate clutch converter and flex plate. Crank is 8 bolt.
Regular truck/car A6 converters are 3 bolt.
LS9 crank is 9 bolt.
Custom flex plate required to put 6L90 or any A6 behind LS9.
Guess GM saw long term production car durability risks to go with 6 bolt caddy converter and 9 bolt LS9 crank.
6L90E behind the Caddy LSA runs a 6 bolt/twin plate clutch converter and flex plate. Crank is 8 bolt.
Regular truck/car A6 converters are 3 bolt.
LS9 crank is 9 bolt.
Custom flex plate required to put 6L90 or any A6 behind LS9.
Guess GM saw long term production car durability risks to go with 6 bolt caddy converter and 9 bolt LS9 crank.
Last edited by rsz288; 10-26-2009 at 04:21 PM. Reason: Improved...
10-26-2009 | 08:55 AM
#151
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LSA crank is 8 bolt, not 6.
Yes, we had to get a custom designed flexplate for the LS9/6L90.
Yes, we had to get a custom designed flexplate for the LS9/6L90.
__________________
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
91 Z28 LS2 408CI, LS9 Supercharger, LPE GT7 cam, Yank3000, 3450 raceweight.
Latest numbers: 9.71 ET, 141.42 MPH, 1.40 60' , 610 RWHP Mustang Dyno
www.speartech.com
10-26-2009 | 04:25 PM
#152
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12-29-2009 | 02:31 PM
#153
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From: N. IL
6L90E yoke Is the yoke part number you have here the same as yours or the one with the "harmonic balancer" integrated in. I need the one like yours. Is there a part number available for the driveshaft half of the yoke?
Thanks,
Rick
Thanks,
Rick
Some PN's:
Trans Cooler Pipes (VE/G8 style): 92190644
(these are pre bent to run from the trans cooler points to the front of the engine. Very neat. List $56, GMPD $33. AU List $50. Good value).
6L80 Yoke (3 bolt flange/rubber coupler type): 24237043
6L90 Yoke (truck type with regular style uni): 15897994
Shallow VE/G8 filter: 24236930* (revised from 24236932).
Shallow pan - VE/G8: 24228399* or 24239528 (VIN specific?)
2008 6L80E/6L90E truck filter: 24236933
2007 STS-V 6L80E Filter: 24236931
2007 STS-V 6L80E Pan: 24235511 (3.3" deep pan)
2007 STS 6L80E Filter: 24236933 or 24236931
(depending on VIN - 2 different pans independant of VIN)
2007 C6 Corvette 6L80E Filter: 24236931
(Will have one of these in a few days to establish whether deep or shallow).
(PN's with *'s dont come up on GMPD.)
The GM photo posted in this thread is titled to come from a 2006 STS-V Cadi. Maybe someone has access to info/knowledge, that can confirm if this is really a very shallow pan or not - for 2006. 07/08 pans appear to be deep style from the PN's above.
Scaling the pan depth from the picture, and knowing other measurements on the box, like the shift shaft centreline to the pan rail, tends to indicate that the pan shown in the picture, is ~2" deep.
FYI - These trans's seem to be available at $1800 + core $1k from a dealer. Speartech also seems to have them, as may "Valvegod" who is on this forum from time to time.
Cheers.
Trans Cooler Pipes (VE/G8 style): 92190644
(these are pre bent to run from the trans cooler points to the front of the engine. Very neat. List $56, GMPD $33. AU List $50. Good value).
6L80 Yoke (3 bolt flange/rubber coupler type): 24237043
6L90 Yoke (truck type with regular style uni): 15897994
Shallow VE/G8 filter: 24236930* (revised from 24236932).
Shallow pan - VE/G8: 24228399* or 24239528 (VIN specific?)
2008 6L80E/6L90E truck filter: 24236933
2007 STS-V 6L80E Filter: 24236931
2007 STS-V 6L80E Pan: 24235511 (3.3" deep pan)
2007 STS 6L80E Filter: 24236933 or 24236931
(depending on VIN - 2 different pans independant of VIN)
2007 C6 Corvette 6L80E Filter: 24236931
(Will have one of these in a few days to establish whether deep or shallow).
(PN's with *'s dont come up on GMPD.)
The GM photo posted in this thread is titled to come from a 2006 STS-V Cadi. Maybe someone has access to info/knowledge, that can confirm if this is really a very shallow pan or not - for 2006. 07/08 pans appear to be deep style from the PN's above.
Scaling the pan depth from the picture, and knowing other measurements on the box, like the shift shaft centreline to the pan rail, tends to indicate that the pan shown in the picture, is ~2" deep.
FYI - These trans's seem to be available at $1800 + core $1k from a dealer. Speartech also seems to have them, as may "Valvegod" who is on this forum from time to time.
Cheers.
12-31-2009 | 03:15 PM
#154
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The 6L90E yoke PN above is for the non balancer style yoke - or at least mine did not come with a balancer as shown in the pics. 6L80 is a fixed non sliding yoke with a 3 bolt flange for a rubber coupler. It does not use a regular uni joint.
Last edited by rsz288; 12-31-2009 at 03:34 PM.
01-02-2010 | 10:47 PM
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Thought some readers might be interested in progress on TUTD and paddle shifting per below earlier post.
Some time back we moved the TUTD up and down control buttons off the dash and onto a wireless remote setup. The wireless remote has been working great for almost 6 months now and "just" a matter of fabricating a nice pair of paddles and switches for the steering wheel to interface with the remotes.
Also looked at the regular GM "clockspring" type of setup to hardwire the TUTD controls via a flexible conductor set that is inside the steering wheel hub and winds and unwinds with it. Old style hubs are a little small for this, but it would work with the right effort and right clockspring conductor, or some multi level signalling could be setup through the horn wire.
Some time back we moved the TUTD up and down control buttons off the dash and onto a wireless remote setup. The wireless remote has been working great for almost 6 months now and "just" a matter of fabricating a nice pair of paddles and switches for the steering wheel to interface with the remotes.
Also looked at the regular GM "clockspring" type of setup to hardwire the TUTD controls via a flexible conductor set that is inside the steering wheel hub and winds and unwinds with it. Old style hubs are a little small for this, but it would work with the right effort and right clockspring conductor, or some multi level signalling could be setup through the horn wire.
Thought a few readers may be interested in some more detail in the instrumentation used on this conversion.
In the last week I got to the point of adding in the TUTD controls to support eventual paddle shifting. The trans had been restricted to a truck calibration intially which provided no manual control. The auto shifting was excellent, but there are times when you need be in control
.
The setup uses standard GM based controls, but I wanted to have some insight as I went, what was going on and whether the switches were working correctly, whether the trans was changing modes, and thought I would try the Dashdaq out to see how deep it went on transmission parameters.
Anyway, some pics:
First shot - TRGR - shows on the top right the gear selector is in the drive position. Top left shows 3rd gear, which is the default selected gear with the engine off (and with engine running if the trans controller dies). In the middle column are 2 x TUDR readouts showing "False". These two are the TUTD switches. The top one is Tap Up, the lower one Tap Down. The other windows shown are TFTR - Trans Fluid Temp (degrees C - it does F too, it is US made
), SHTR - Shift timing, VSS - speedo, TRTR - convertor lockup factor. TBPR shows the current shift pattern. In this case the default base pattern - normal auto shifting.
Attachment 154648
The second pic shows the lower TUDR readout now "true". I had pushed and held the Tap Down switch. Tap down input working!
Attachment 154649
The third pic shows the gear selector physically moved into the second drive position - referred to as Drive 4. TPBR is now Switch B. This is the "Driver Shift Control" mode selected by moving the shifter a notch. That's good because it confirms we have changed modes and the trans is prepared to go into TUTD manual shifting.
Attachment 154650
4th pic shows the top TUDR reading now as "True". Confirming the Tap Up switch is working - switch is pressed and held. Also TBPR has now changed to "Tap Up/Down" confirming that the touch of the TUTD switch has told the trans we are now manual shifting and it changes into TUTD mode, the second part of Driver Shift Control - DSC.
Attachment 154651
On the road it all works excellent. In regular Drive mode, it shifts quickly and smoothly. One click back on the shifter and it is ready for DSC/TUTD. Hit one of the TUTD controls and the trans switches into TUTD mode and it shifts down or up a gear from where it was.
Click a tap up or tap down button and it shifts up or down as commanded and the gear is read out in SHPR. (apologies for the default 4 letter lables. Had not got around to customising them to what they should be - like "Gear".)
At present the TUTD buttons are on the dash, just need to get paddles onto the wheel and setup for hands on manual shifting vs reaching for buttons. They prove the concept works well though!
Cheers.
In the last week I got to the point of adding in the TUTD controls to support eventual paddle shifting. The trans had been restricted to a truck calibration intially which provided no manual control. The auto shifting was excellent, but there are times when you need be in control
.The setup uses standard GM based controls, but I wanted to have some insight as I went, what was going on and whether the switches were working correctly, whether the trans was changing modes, and thought I would try the Dashdaq out to see how deep it went on transmission parameters.
Anyway, some pics:
First shot - TRGR - shows on the top right the gear selector is in the drive position. Top left shows 3rd gear, which is the default selected gear with the engine off (and with engine running if the trans controller dies). In the middle column are 2 x TUDR readouts showing "False". These two are the TUTD switches. The top one is Tap Up, the lower one Tap Down. The other windows shown are TFTR - Trans Fluid Temp (degrees C - it does F too, it is US made
), SHTR - Shift timing, VSS - speedo, TRTR - convertor lockup factor. TBPR shows the current shift pattern. In this case the default base pattern - normal auto shifting.Attachment 154648
The second pic shows the lower TUDR readout now "true". I had pushed and held the Tap Down switch. Tap down input working!
Attachment 154649
The third pic shows the gear selector physically moved into the second drive position - referred to as Drive 4. TPBR is now Switch B. This is the "Driver Shift Control" mode selected by moving the shifter a notch. That's good because it confirms we have changed modes and the trans is prepared to go into TUTD manual shifting.
Attachment 154650
4th pic shows the top TUDR reading now as "True". Confirming the Tap Up switch is working - switch is pressed and held. Also TBPR has now changed to "Tap Up/Down" confirming that the touch of the TUTD switch has told the trans we are now manual shifting and it changes into TUTD mode, the second part of Driver Shift Control - DSC.
Attachment 154651
On the road it all works excellent. In regular Drive mode, it shifts quickly and smoothly. One click back on the shifter and it is ready for DSC/TUTD. Hit one of the TUTD controls and the trans switches into TUTD mode and it shifts down or up a gear from where it was.
Click a tap up or tap down button and it shifts up or down as commanded and the gear is read out in SHPR. (apologies for the default 4 letter lables. Had not got around to customising them to what they should be - like "Gear".)
At present the TUTD buttons are on the dash, just need to get paddles onto the wheel and setup for hands on manual shifting vs reaching for buttons. They prove the concept works well though!
Cheers.
03-04-2010 | 07:34 PM
#157
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6L90E Dimensions FYI As posted in another thread:
Case height pan base to where it joins the converter housing is 15" (same/very similar to 4L65E)
Case length from converter housing join to rear of main case is 18"
Height where extension housing joins case is 13 5/8" (1.5" higher than 4L65E in same place).
Major width where extension housing joins main case is 8". Additional on LHS there is a 1 1/4" bulge at the centerline which houses the parking pawl mechanism.
This is with regular deep pan. The pan is likewise 18" long rail outside to rail outside and 12" wide.
Case height pan base to where it joins the converter housing is 15" (same/very similar to 4L65E)
Case length from converter housing join to rear of main case is 18"
Height where extension housing joins case is 13 5/8" (1.5" higher than 4L65E in same place).
Major width where extension housing joins main case is 8". Additional on LHS there is a 1 1/4" bulge at the centerline which houses the parking pawl mechanism.
This is with regular deep pan. The pan is likewise 18" long rail outside to rail outside and 12" wide.
07-03-2010 | 08:54 PM
#158
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6L80 6L90 Trans Differences and Circle D Mods Now at about 8000 miles with this conversion and 6L90 trans is running great. Many people seem to be at issue with production 6L80's in production cars with flaring and slow shifting but the 6L90 doesnt generally seems vice free. Maybe this is just lucky. Both 6L80's and 6L90's of similar vintage (MY 08) do have a TSB out re badly fitting seals that are being covered under warranty for flaring and hard shifting.
FYI here Circle D outlines some differences between both trans's in terms of clutch plates and therefore power/torque handling. Have not seen this level of detail anywhere else:
http://www.circledtrans.com/6l80e_6l90e_information.php
FYI here Circle D outlines some differences between both trans's in terms of clutch plates and therefore power/torque handling. Have not seen this level of detail anywhere else:
http://www.circledtrans.com/6l80e_6l90e_information.php
07-03-2010 | 10:58 PM
#159
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Now at about 8000 miles with this conversion and 6L90 trans is running great. Many people seem to be at issue with production 6L80's in production cars with flaring and slow shifting but the 6L90 doesnt generally seems vice free. Maybe this is just lucky. Both 6L80's and 6L90's of similar vintage (MY 08) do have a TSB out re badly fitting seals that are being covered under warranty for flaring and hard shifting.
FYI here Circle D outlines some differences between both trans's in terms of clutch plates and therefore power/torque handling. Have not seen this level of detail anywhere else:
http://www.circledtrans.com/6l80e_6l90e_information.php
FYI here Circle D outlines some differences between both trans's in terms of clutch plates and therefore power/torque handling. Have not seen this level of detail anywhere else:
http://www.circledtrans.com/6l80e_6l90e_information.php
Did you play the U-Tube video on showing CD's upgrades mentioned on info sheet?
07-04-2010 | 06:47 AM
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