4l80 4x4 transmission

4l80 4x4 transmission DEFAULT

GM 4L80E Automatic Transmission

Welcome Guest:
Login or Register

The Novak Guide to the

Introduction

4l80e_transmission_main_viewThe 4L80E transmission is the advanced progeny of the legendary TurboHydramatic TH400 automatic transmission, and is based heavily on the 400 in both parts and strength, yet featuring an added overdrive gear, a lock-up torque converter and advanced electronic controls.

The 4L80E was introduced in 1991 in the GM C/K Trucks line-up, and remained in production through the 2009+ model year.

This article also covers a variant of the 4L80E - the 4L85E, which is built to handle even heavier-duty use, and all references to the 4L80E apply to it unless otherwise mentioned. Readers may also note that the 4L80 and 4L85 terms are sometimes used without the "E" suffix, as all GM automatics are now electronically controlled and therefore in no need of differentiation.

Specifications

4l80e_transmission_front_faceThe 4L80 nomenclature denotes that the transmission is a 4-Speed, Longitudinally mounted, and for 8000 lbs. vehicle weights. It's RPO code is "MT1" and has been domestically manufactured in GM's Ypsilanti and Willow Run plants.

The 4L80 features ratios in each gear as follows: 
First: 2.48, Second: 1.48, Third: 1.00, Fourth: 0.75, Reverse: 2.07

Maximum engine input torque for the 4L80 is 440 ft. lbs. and the maximum output torque is 885 ft. lbs. The case is die cast aluminum. The 4L80E was designed for vehicles up to 8000 lbs. GVWR and with engines up to 440 ft. lbs. of torque.

The 4L85 was designed for vehicles up to 16,500 lbs. GVWR and with engines up to 460 ft. lbs. of torque and towing capacity was up-rated to 22,000 LBS.

The 4L80 series require a shifter with a 7-position quadrant; P, R, N, OD, D, 2, 1.

The torque converter is a fluid turbine drive and like those on its predecessor transmissions; the TH350C, 700R4, and 4L60, the 4L80 features a lock-up pressure plate for direct mechanically coupled driving from the engine crank. The 4L80 features a 310 mm torque converter. As to length, this transmission is 26-1/4" long.

In 2006, GM superceded Dexron III as the recommended fill with Dexron VI, which is backwards compatible with the earlier versions. The transmission typically accepts a 6.3 quart fill. It features a dry weight of 254 lbs. and can weight up to ~268 lbs. full. Like earlier automatics, the 4L80 features one line pressure tap available for testing and diagnostic purposes. They also feature transmission cooling ports for (highly-recommended) external transmission oil coolers.

Development

It's impossible to cover the 4L80E without discussing the great TH400 transmission, from which it was directly developed. The TH400 was so enduring at GM and other marques, that it was actually the last hold-out of the old-school automatics without a lock-up torque converter or overdrive. Because of the expanding success of the 700R4 / 4L60E transmission, GM saw the writing was on the wall and a gap was recognized. The 700R4 was a pretty tough transmission, but not quite in the class of the TH400. GM needed a heavy-duty automatic overdrive.

4l80e_transmission_grayscale_cutaway

GM used as many TH400 parts and designs as possible in the 4L80E, but the added overdrive gear would require an extra gearset and slightly longer (~1-1/2") case. The rear tailhousing bolt pattern remained the same, but its indexing bore diameter was changed. Like the TH400, the 4L80E generally featured a large 32 spline output shaft in both the various 2wd and 4wd applications.

Like the other GM automatics, the 4L80E featured a die-cast aluminum case. Unlike the later 4L60E transmission, the 4L80E did not feature a removable bellhousing, but an integrated bellhousing with only the Chevrolet 90 degree engine bolt pattern being available.

In 1991 the 4L80E was rolled out in GM trucks, including the Sierra, Silverado, Suburban, etc. as well as the Hummer H1.

Though not entirely without glitches, the 4L80E was essentially successful and the transmission continued to be improved throughout its production span, with incremental changes entering as available.

The 4L85 transmission was introduced in 2002. Some of the differences included a 5-pinion output gearset and 5-pinion reaction gearset.

Though not a transmission development change, in 2006 GM specified a new transmission fluid formulation and required its use (for warranty) in the 4L80 series. Dexron VI superceded previous transmission fluids with claims of improved transmission performance and greater transmission and fluid life. 

Applications

Like the TH400, the 4L80E is intended to operate between the duty range of the 4L60E and the Allison series transmissions, and prior to the current high-powered light-duty (2500-3500 series) truck diesel revolution, Allison transmissions were essentially only used in the medium-duty class (4000 series) trucks. This made the 4L80E the go-to transmission of the era with the Big Block gas and diesel engines of the 1990's. In fact, prior to the advent of the GM Gen. III Vortec engines, the 4L80E was available only with the Big Block 7400 gas and 6.2L / 6.5L diesels.

The 4L80E & 4L85E were also mated to GM's new Duramax diesels, but with the advent of these engines came the resurgence of Allison automatic transmissions at General Motors, with many buyers opting for them due to their available duty ratings above the already generous 22,000 lb. rated load capacity of these HydraMatics.

As with its TH400 predecessor, the 4L80 transmission found its way not only into significant GM applications, but also into luxury marques, including Jaguar, Rolls Royce, Bentley, and Aston Martin, as well as less glorious vehicles such as school buses and motor homes.

4l80e_transmission_pass_side

In 2006, with the introduction of the landmark and innovative upstart, the 6L80 6-speed transmission, the 4L80 began to be replaced in several applications, which was, doubtless, GM engineers' ultimate intention. Yet, the 4L80 continued use in GM's truck line-up like in 2007 when it was introduced into the Suburban and Yukon XL vehicles with the 6.0L engine.

The 4L80's staying power found it installed in several vehicles through 2009, such as the G-series vans, the AM General Hummvee, the W-Series, Isuzu and Workhorse chassis trucks.

Technology

4l80e_transmission_top_viewAll 4L80E transmission use electronic controls; typically from the Powertrain Control Module. Some vehicles have shift maps that are selectable by the driver based on usage, such as towing. A portion of the PCM's strategy is shift stabilization, which reduces hunting.

The torque converter, in factory applications, is controlled by a PWM lockup solenoid for smooth lockup action. However, many performance enthusiasts prefer to reprogram the 4L80E to run as a simple on-off solenoid.

In 2004, the H1 received a 4L80E with its own dedicated T42 transmission computer. The transmission also received an improved Park/Neutral safety switch and improved transmission line pressure solenoid. Other GM applications were to follow.

The Transmission Control Module (TCM) is an adaptive learning, computer integrated into the valve body of the transmission and communicates with the Engine Control Module via the onboard vehicle CAN bus network. This is both a return to and a departure from previous automotive control systems in the industry in that earlier electronic transmissions used a separate control module, later to be integrated into the Engine Control Modules which were thus termed Powertrain Control Modules. Now, the high-speed CAN network allows a high rate of data sharing between the units to achieve a collaboration between both engine and transmission functions.

Because the 4L80 transmissions are sometimes used in conversion applications with earlier, non-PCM controlled engines, GM and aftermarket control modules are required and used to control the operation of the transmission in these scenarios.

Speed Sensing

The 4L80E transmission may feature two speed sensors, one for turbine input speed and one for output speed. It uses the Input Speed Sensor to monitor input speeds to compare against engine speed and output Shaft Sensor speed, using this data to adjust shift speeds under instantly detectable conditions. The PCM can command the engine to momentarily drop power during a shift if there's a possibility of clutch damage - a too-common problem in transmissions of other makes. Shift stabilization is achieved through these and similar strategies. Grade braking and clutch line pressure (for greater holding power) are additionally great features that are activated by Tow / Haul mode on the truck platforms.

Because the transmission requires a speed signal for shift control, conversion installers should be aware of their different configurations. 1991 - 1996 4L80E's should feature a speed sensor at the driver's side rear portion of the case, whether they are 2wd or 4wd applications. 1997 and later 4wd applications may omit the rear sensor as this data is available from the transfer case output shaft in factory applications. For the purposes of some adaptations, this omitted sensor and its internal reluctor ring may need to be installed by a transmission building professional for proper operation.

4l80e_transmission_drivers_side

Engine Compatibility

While the 4L80 is generally mechanically compatible with Chevrolet style GM engines, it does require a transmission controller. That controller may be the factory-integrated with the PCM as on 1991-1999 TBI & Gen II engines, with the 1999-2007 Gen III engines, or the 2007+ Gen IV engines. Or, the controller can be an external GM or aftermarket unit designed for earlier engines.

It should be noted here that Gen IV style 4L80's do not mix and match well, as they have an integrated Transmission Control Module and require a CAN bus network signal to an appropriately matched engine combination.

Jeep Conversions

The 4L80 is doubtless a very successful OEM transmission, and a terrific conversion transmission in the right Jeeps and situations. However, with its 26-1/4" length, it is a longer transmission and is not compatible with short-wheelbase Jeeps such as the CJ5 in any scenario, or CJ7's if they have a lot of suspension lift.

Transfer Case Adaptability

4l80e_adapted_to_dana300_new_process

The 4L80, adapted and ready for a Jeep Dana 300 and the Jeep New Process transfer cases.

This transmission makes an excellent conversion transmission due to its adaptability into most Jeeps longer than CJ5s. Both 2wd and 4wd versions of the 4L80 can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly.

2wd transmissions feature conical shaped tailhousings and an output yoke, which are replaced with a typically shorter 4wd style output shaft of varying lengths and spline counts, depending on the application. The HydraMatic can be adapted to the popular Jeep transfer cases, including the:

  • Dana 300, 1980-1986

  • New Process Jeep 208, 219 & 229

  • New Process 231, 241OR, 242 & 249

Essentially all factory GM 4wd applications available with an OEM configured 4L80 have adapters and transfer cases that are prohibitively long for a Jeep, and transfer cases whose sizes and gearing fall short of desirable for most Jeep applications.

Summary

The 4L80 has left us aficionados very impressed. It's an intelligently-designed and implemented transmission from GM and has a terrific record in GM and conversion situations.

Sources

  • The Novak Archive
  • GM Powertrain
  • Wikipedia
Sours: http://www.novak-adapt.com/knowledge/transmissions/automatic/4l80e

4L80E 1995-1996 4X4 TRANSMISSION 5.7L 6.5L 7.4L

Our Process:
All of our transmissions are fully remanufactured and are held to the highest and strictest industry standards. What this means to you is the fact you are getting a quality product that meets or exceeds the OEM standards, not just a part that is taken apart and “patched”. We ensure that all the current updates are performed, during reassembly each unit is ran through tests to ensure correct assembly and quality.

Parts List:
TransTec Overhaul Kit – Rubber Seals, Metal Clad Seals, Sealing Rings, Paper Gaskets
Master Rebuild Kit with all clutches and steels, name brand clutches such as Borg Warner or Raybestos
Filtran Brand Transmission Filter
Bonded Pistons
Borg Warner or Raybestos Front Band
Borg Warner Carbon Lined Reverse Band
Bushing Kit
Pump Gears
New Solenoids
Updated Bronze Thrust Washers (Replaces OEM Plastic Washers)
Updated Sonnax “No Walk” Case Bushing
Updated TransGo Actuator Feed Limit Valve (Requires Reaming Tool)
Updated TransGo Zinc Coated Separator Plate

Updates to the Transmission:

  • Updated TransGo Actuator Feed Limit Valve
    Also included is the TransGo Actuator Feed Limit Valve which requires a special reaming tool, that re-bores worn out aluminum 4L80E valve bodies which is typically an issue when time for a rebuild, and allows installation of this special high quality valve. This problem is the NUMBER ONE most overlooked issue by other re-builders. One indicator of this issue is the 2nd gear starts, 3rd neutral condition, no 4th gear, codes 68, 85, 86, and 87 and direct clutch breakage. The OEM actuator feed limit (AFL) valve has a large reaction area and is greatly affected by side loading, which wears the valve body bore. The EPC solenoid oscillates the torque signal and AFL oil, which increases valve action. As bore wear increases, oil pressure is reduced to the shift solenoids, which causes solenoid and ratio codes. The same AFL oil loss results in lower line pressure. If this valve is not installed, even after a rebuild transmission can have these issues and can lead to transmission failure the P1870 Code. If this valve is not installed, even after a rebuild transmission can become overheated and as a result can burn up quickly do to torque converter slippage, caused by the badly worn valve body casting in the converter clutch regulator valve bore.
  • Superior Shift Correction Package
    This shift correction kit corrects with these common issues: Runaway high pressure, Erratic pressure rise, Converter lock-up shudder. Inconsistent shift feel, Shift solenoid filter blow-out, and Premature unit failure
    A complete pressure regulator valve train is supplied in the 4L80-E kit. This corrects Fail-safe, runaway high pressure that will crack the case if not corrected. The PR valve train supplied in this Shift Correction Package will stop runaway high pressure before it happens.

Core information: Shipping cost only covers one-way shipping. Return shipping cost for the transmission core is not included in this price. Return shipping cost will be an additional $300. Returning the core is optional.

Warranty:
This transmission comes with a 1 Year 36,000 Mile Warranty with the purchase of a new torque converter. We offer an extended Warranty 2 Year 50,000 Mile Warranty, or a 3 Year 100,000 Mile Warranty for an additional charge.

WARRANTY DOES NOT COVER ANY OF THE FOLLOWING:
Any and all shipping costs, including freight damage claims. Rental cars, loss of work, any labor costs, removal/reinstall fees, towing costs, inspection fees and any other incidental costs or damages which may be associated with product failure. Any product that has been physically altered, improperly installed or maintained. Any product used in an improper application, abused or not used in connection with the proper parts.

Torque Converters:
We also have Remanufactured Torque Converters available for $275

Availability:
Majority of units are in stock, if we do not have one in stock they are quickly available in most case, as little as one day. There are many different version of this transmission model available so please call for additional details.

Sours: https://shiftritetransmissions.com/shop/4l80e_95_4x4/
  1. Moon and stars nursery lamp
  2. Gatlinburg cabin rentals cheap
  3. Chrysler 300s used
  4. Raleigh catalogue 1985
  5. Graco x5 vs project painter

GM 4L80E Performance Transmission Level 2

4L80E – Level 2 Transmission with Torque Converter

Email this page to a friend

Horse Power: 500
(500 Torque)
Converter: HD Towing & 4WD Lock-Up
Stall: 1800-2200Master Overhaul Kit with New Steel Plates
Raybestos High Energy Frictions
Transgo Reprogramming Kit
Filter
New Torrington Bearing Kit
New Bushing Kit
New Thrust Washer Kit
New Internal Wiring Harness
New Manifold Pressure Switch
New EPC Solenoid
New PWM Solenoid
New Input & Output Speed Sensors
New 1-2 Shift Solenoid
New 3-4 Shift Solenoid
Extra Capacity Second Gear Clutch Assembly
Heavy Duty Forward Clutch Hub
Heat Treated Input Shaft
Heat Treated Main Shaft
Heat Treated Forward Steel Forward Clutch Hub
Heavy Duty Intermediate Sprag
Updated Molded Steel Direct Clutch Piston
Updated Reverse Band
New Low Roller Assembly
Wide Kickdown Band w/New Apply Piston
Updated Boost Valve
Updated TCC Regulator Valve
Blue Printed Pump & Valve Body
Transmission Mount
New OEM Steel Pan
30,000 GVW CoolerThis special comes with a 1-year warranty


CORE CHARGE: $650
ATF: $150


Gearstar Has Your Back


AVAILABLE AT ADDITIONAL COST:
*30,000 GVW Cooler with Integrated Fan – Call for Pricing

*Lokar Flexible Filler Tube and Stick – Call for Pricing

*Cast Aluminum Pan – Call for Pricing


***This transmission requires the use of a standalone controller in non OEM applications.***

Please call for details (330) 434-5216

All transmissions are custom built by 1 of 5 master techs from start to finish and DYNO tested with converter the equivalent of 100 miles to insure that transmission and converter package are in perfect operating condition before they leave our facility.

All sales are final. No returns or refunds.


Gear Ratios
1st2.48
2nd1.48
3rd1.00
4th0.75

2WD Dimensions
Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
Total Length: 31″
Distance to trans mount center: 30 1/2″
4WD Dimensions
Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
Total Length: 28 1/2″ (Including OE T-Case Adapter Housing)
Distance to trans mount center: 27″

Sours: https://gearstar.com/gm-4l80e-performance-transmission-level-2/
4L60e to 4L80e Transmission Swap - What to buy

Heavy Duty/Towing

Click an Above Tab to Display AvailableTransmissions

Heavy-Duty RV Transmissions

This is the perfect transmission for your two-wheel drive towing and heavy-load trucking needs. These units have valve body modifications that increase cooler flow and improve shift characteristics without the harsh feel of a racing style transmission. When used with a TCI® Heavy-Duty Towing torque converter, you can be sure the transmission package is tailored to provide long, dependable service and maximum fuel economy. The optional low gear package offered with each of our RV units is a great addition for trucks pulling heavy loads.

Maximizer™ Transmissions

The Maximizer™ 4x4 transmissions bring performance to your four-wheel drive. A four-wheel drive application is especially tough on an automatic transmission and the addition of bigger tires makes the job even harder, We designed the Maximizer™ series to be as tough as your truck, because they are built with the best components available and programmed to provide crisp shifts time and time again.

Full Manual Competition 4x4

Whether you drive a sand dragger, hill climber or tractor puller, TCI® has the transmission for you. The competition line of 4x4 transmissions is built following the same specifications we use in building thousands of drag race units. Applications are available with Trans-Brake valve bodies, also. Most popular listings are shown in the chart, but if you have special requirements, please contact us and we can custom tailor a competition unit to your specifications.

1
    Sours: https://www.tciauto.com/transmissions/search-by-series/heavy-duty-towing.html

    4x4 transmission 4l80

    4L80E 1998 4X4 TRANSMISSION 5.7L 6.5L 7.4L

    Our Process:
    All of our transmissions are fully remanufactured and are held to the highest and strictest industry standards. What this means to you is the fact you are getting a quality product that meets or exceeds the OEM standards, not just a part that is taken apart and “patched”. We ensure that all the current updates are performed, during reassembly each unit is ran through tests to ensure correct assembly and quality.

    Parts List:
    TransTec Overhaul Kit – Rubber Seals, Metal Clad Seals, Sealing Rings, Paper Gaskets
    Master Rebuild Kit with all clutches and steels, name brand clutches such as Borg Warner or Raybestos
    Filtran Brand Transmission Filter
    Bonded Pistons
    Borg Warner or Raybestos Front Band
    Borg Warner Carbon Lined Reverse Band
    Bushing Kit
    Pump Gears
    New Solenoids
    Updated Bronze Thrust Washers (Replaces OEM Plastic Washers)
    Updated Sonnax “No Walk” Case Bushing
    Updated TransGo Actuator Feed Limit Valve (Requires Reaming Tool)
    Updated TransGo Zinc Coated Separator Plate

    Updates to the Transmission:

    • Updated TransGo Actuator Feed Limit Valve
      Also included is the TransGo Actuator Feed Limit Valve which requires a special reaming tool, that re-bores worn out aluminum 4L80E valve bodies which is typically an issue when time for a rebuild, and allows installation of this special high quality valve. This problem is the NUMBER ONE most overlooked issue by other re-builders. One indicator of this issue is the 2nd gear starts, 3rd neutral condition, no 4th gear, codes 68, 85, 86, and 87 and direct clutch breakage. The OEM actuator feed limit (AFL) valve has a large reaction area and is greatly affected by side loading, which wears the valve body bore. The EPC solenoid oscillates the torque signal and AFL oil, which increases valve action. As bore wear increases, oil pressure is reduced to the shift solenoids, which causes solenoid and ratio codes. The same AFL oil loss results in lower line pressure. If this valve is not installed, even after a rebuild transmission can have these issues and can lead to transmission failure the P1870 Code. If this valve is not installed, even after a rebuild transmission can become overheated and as a result can burn up quickly do to torque converter slippage, caused by the badly worn valve body casting in the converter clutch regulator valve bore.
    • Superior Shift Correction Package
      This shift correction kit corrects with these common issues: Runaway high pressure, Erratic pressure rise, Converter lock-up shudder. Inconsistent shift feel, Shift solenoid filter blow-out, and Premature unit failure
      A complete pressure regulator valve train is supplied in the 4L80-E kit. This corrects Fail-safe, runaway high pressure that will crack the case if not corrected. The PR valve train supplied in this Shift Correction Package will stop runaway high pressure before it happens.

    Core information: Shipping cost only covers one-way shipping. Return shipping cost for the transmission core is not included in this price. Return shipping cost will be an additional $300. Returning the core is optional.

    Warranty:
    This transmission comes with a 1 Year 36,000 Mile Warranty with the purchase of a new torque converter. We offer an extended Warranty 2 Year 50,000 Mile Warranty, or a 3 Year 100,000 Mile Warranty for an additional charge.

    WARRANTY DOES NOT COVER ANY OF THE FOLLOWING:
    Any and all shipping costs, including freight damage claims. Rental cars, loss of work, any labor costs, removal/reinstall fees, towing costs, inspection fees and any other incidental costs or damages which may be associated with product failure. Any product that has been physically altered, improperly installed or maintained. Any product used in an improper application, abused or not used in connection with the proper parts.

    Core Information:
    Buyer is required to swap a GOOD core for this trans otherwise there will be a core charge in addition to the above price. Core must NOT have any hard part, or case damage, otherwise there will be additional charges for hard part damage.

    Torque Converters:
    We also have Remanufactured Torque Converters available for $275

    Availability:
    Majority of units are in stock, if we do not have one in stock they are quickly available in most case, as little as one day. There are many different version of this transmission model available so please call for additional details.

    Sours: https://shiftritetransmissions.com/shop/4l80e_98_4x4/
    4L80E Transmission Tear Down and Tips. 1999 Chevy 2500 4X4 HD

    6.5TD C/K Trucks  >  Transmissions & Components  >  Diesel 4x4 Heavy Duty 4L80E Transmission

     Fully remanufactured using 1993-2002 cores All bushings replaced with quality OEM parts such as Federal-Mogul and Clevite All seal rings replaced with OEM rings such as Sealed Power All gaskets and seals replaced with OEM parts All control solenoids 100% checked and flushed using bench top test unit All steels and clutches replaced with new parts:
      . Forward Clutches - Alto
      . Intermediate Clutches - Alto
      . Direct Clutches - Alto
      . Fourth Clutches - Alto
      . Overrun Clutches - Alto  Kevlar-lined kickdown and Low/Reverse bands New Overdrive roller clutch assembly and new Low/Rev. roller clutch assembly Intermediate 34-element Intermediate sprag doubles torque capacity over stock 16-element unit Higher mainline pressure from special TCI pressure regulator spring raises torque capacity Trans-Scat kit installed for firmer shifts Hydraulic apply circuits 100% tested for integrity Every transmission dyno tested  Ships from factory direct to you via truck freight within 5-10 business days (US adresses only)
    Sours: http://www.ssdieselsupply.com/p224_diesel_4x4_heavy_duty_4l80e_transmission.html

    Now discussing:

    Description

    GM Heavy Hauler Transmission

    The PerformaBuilt Extreme 4X4 4L80E

    Our Extreme 4X4 Series is ideal for rock and mud crawling. This series is very similar to our Heavy Hauler, except it’s built with climbing and spinning in mind. It has slightly more aggressive shifts and more punch built in. It is ready to head to the mountains or play in the bog – your choice.

    The unit is disassembled and each part carefully inspected and clearances are measured to meet our specific specifications, not just the maximum clearance allowed by GM.

    The case is carefully inspected, cleaned and re-inspected. Then it is coated with a special heat and oil resistant paint, making for a very clean finish and look.

    Bushings are replaced and sized as needed to performance specifications.

    The intermediate clutch sprag consists of an extreme duty intermediate sprag and roller assembly with specially prepared race and spiral ring to prevent high RPM snap ring release and resulting intermediate clutch failure.

    The forward and direct clutch friction plates are replaced with heavy duty performance friction plates. The drums are then modified to accept additional friction plates. The apply area itself is altered to allow use of the entire piston area for apply in the forward drum. “Dished” cushion plates in these units are replaced with the TH400 style plates for additional reliability. These modifications will also result in a much firmer apply into gear from neutral/park to reverse/drive, and durability is significantly increased.

    For the intermediate, direct and overdrive clutches we use the Raybestos Stage 1 Performance friction plates. These friction plates exceed anything on the market for performance street/strip and heavy duty applications, and are more than suitable for any application.

    The intermediate overrun band is replaced with a heavy duty unit. This is extremely valuable in heavy duty truck applications, since this band is used to hold back when the transmission is manually put into 2nd gear while descending steep grades, etc. It will hold up significantly better to engine braking.

    The low sprag is replaced with a heavy duty type and the low/reverse band is replaced with either a performance band, or a heavy duty band for our extreme 4X4 applications.

    The Pump is carefully inspected and reconditioned for maximum durability and pressure. Special modifications are made to increase cooling and planetary lubrication.

    Our own PerformaBuilt shift kit is installed in the valve body. This kit is custom set to the type of unit purchased. The Heavy Duty setup is for maximum hold with minimal “shift shock”, while Performance units are set for a more aggressive race feel, while maintaining a progressive shift that increases in firmness as you add more throttle.”

    Each unit comes with a PerformaBuilt warranty according to the terms listed on our warranty page.

    Unlike our other units, 4L80E transmissions must be shipped by truck freight. While shipping is still included in the transmission price, you must have access to a loading dock and/or a forklift to receive this unit.

    This unit also features many other modifications for performance and durability, which help it achieve its +1000 RWHP capabilities. This transmission will take whatever you can dish out and we guarantee it! You won’t find a better unit anywhere. And, with our customer service and the staying power, that come with a large company, you can count on us to be there when you need us.

    The unit, as with all of our units, is warranted from the day you received it. Please visit our warranty page for more details and conditions.

    Additional information

    1 YEAR WARRANTY

    Please note our Warranty page. This transmission comes with a 1 Year Warranty.

    HORSEPOWER RATING

    This transmission will support up to 1000 RWHP.

    NOTE

    All units are available in either 2wd or 4X4. If you have a special application requiring a special adapter or output shaft, please contact us and we will be happy to provide it and quote a price for your special application.

    NOTE FOR LSX

    The LSX transmission has a removable bell housing which is not included with our transmission. You will need to use your original bell housing and extension housing, but the transmission will have the appropriate output shaft for your application.These items are available at additional cost.

    YEARS

    1989 to 2008 4L80E transmissions.

    OEM TORQUE CONVERTERS

    PerformaBuilt cannot supply OEM torque converters with 4L80E transmissions.

    QUESTIONS

    If you have any questions feel free to call 1-888-744-6542, or email us at [email protected] We also have Live Chat during business hours; located in lower right corner of this webpage.

    Only logged in customers who have purchased this product may leave a review.

    Sours: https://www.performabuilt.com/product/extreme-4x4-4l80e/


    1264 1265 1266 1267 1268