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In Transmission & Drivetrain

Transmission Tech Tips for Hard-Cornering, Fast Drivers

Performance Transmission Tech Tips for Hard-Cornering, Fast Drivers - Gearstar Performance

You have a high-performance vehicle alright, and you love to drive it fast and pull hard into corners. While that may give you the needed thrill and excitement, it could be causing a great deal of strain to your car’s OEM driveline and suspension fasteners.

The reason cannot be far-fetched since manufacturers have built these cars to handle regular driving. It’s evident in the quality of parts and the level of performance they can offer.

That is why putting more speed/force on the same load can take a toll on some components. Generally, high-stress environments can affect the reliability of the parts of your vehicle.

But hey, that can be kept at bay by having some important transmission tech tips that will ensure that while you get a great driving experience, that is not at the expense of your car’s functionality.

Tips to Maintain Quality Performance in Impact Driving

Here are some transmission tech tips that will enable you to maintain the quality of your ride. These are processes employed by Automotive Racing Products, Inc. (ARP), a manufacturer of car parts for racers and car builders.

ARP has designed and engineered several fasteners that can offer safety margins for a variety of applications. That being the case, you can find a repair shop that can also implement these changes on your vehicle.

1. Quality Wheel Studs

If you’re only going to pull your car on and off the road without trying out stunts, then the 8.8 or 10.9 rated metric studs it comes with is just right for it. The same can be said for the SAE equivalent Grade 5 (120,000 psi tensile strength) or Grade 8 (150,000 psi) the car comes with, which is suitable for normal driving.

On the contrary, if you’re going to be pulling 9 to 1.0+ G’s while driving a 3,500 – 4,000 lb. car, greater consideration has to be given since there are a lot of lateral forces that will be at play. What’s more, dumping the clutch at high RPM could multiply torque through the transmission and rear end, thereby leading to a strain on the studs.

These forces may take a toll on the ride, but the use of premium wheel studs can handle sideloads and ensure a breakdown does not happen. How’s that? You may wonder.

a. Using Quality Materials for Wheel Studs

Wheel studs that are made of quality materials are free of any laps, seams, or material impurities. This level of quality can be ensured by designing these materials from premium SDF/CHQ grades (which can be compared to aircraft quality) 8740 chrome-moly steel. The SDF in, this case, denotes that it is Seam and Defect Free.

b. Cold Forging of Wheel Studs

Asides from using quality materials to create wheel studs, the studs are cold-forged into an oversize blank. Which is then transferred to a heat treatment process- in a bid to attain a nominal rating of 190,000 psi.

The Wheel studs are then shot-peened, and CNC machined to a specific diameter and shape. Also, the threads are all rolled upon completion heat treating. It is worth noting that the threads are formed when the material is hard, instead of being cut or rolled before heat treating.

This way, the threads are of high quality.  They have a fatigue strength that is ten times higher than other threads that are designed using common commercial methods.

As a result, the resultant product has precision and tolerance. The wheel studs can now handle the tremendous shock loads that may be evident when the clutch is dumped at a high RPM.

2. Quality Bolts

Designing clutch/flywheel and converter/flexplate bolts to be of high quality instead of relying on commercial specifications that only harden the case can be highly beneficial.

Also, certain considerations have to be made. Such as the design of the ARP flywheel and flexplate bolt to feature a 12-point head design; a large shank diameter to provide increased strength and improved flywheel register.

The use of a design of this nature can save you a lot of trouble. Especially if you tend to dump the clutch a clutch at a high RPM. A clutch dumped at high RPMs poses several concerns, including the easy failure of the converter/flexplate fasteners or conventional clutch/flywheel within the bell housing.

What causes this failure can be associated with the load mounted on the bolts as the clutch engages at high RPMs. Much more, a stiffer clutch will be more impactful upon release. A possible solution to this problem is to use the high-quality bolts, that are not only hardened at the case.

3. Ring gear Bolts

Ring gear bolts can also be damaged since excessive shear loads can be more at the rear end. Nonetheless, the gear bolts that can handle the power will be susceptible to help to curb any potential issues.

Specifically, the use of premium grade 190,000 psi tensile strength bolts will prove useful. It is advisable to get bolts in bulk due to the range of application and custom nature of some installations.

Some options in the market are 10-32 x ½” bolts to as large as ½” by 6-inch bolts. The bolts can also be polished stainless steel, thereby making them less susceptible to rust and corrosion.

Transmission Tech Tips Conclusion

These are the transmission tech tips you should employ in ensuring that the components of your high-performance car stand the test of time. It also means that you do not have to sacrifice hard racing, pushing the RPMs, or hard turning in corners.

A car whose wheel studs and bolts are of high quality can  impact the level of performance that can be provided. That being the case, your ride will stand the test of time and serve you well in the long run.

Find a company that can put these transmission tech tips in place, all in a bid to revamp your ride. If you’re confident that it has been built to handle the power, then you can be more confident to give it hard turns.

In Transmission & Drivetrain

10 Performance Upgrades Your Car Will Absolutely Thank You For

10 Performance Upgrades Your Car Will Absolutely Thank You For - Gearstar

What else can you be thankful for? The best performance upgrades that can transform your car into a fast and furious ride just by increasing its horsepower. There’s also the benefit of more torque for quicker passing, improved acceleration, and increased towing capacity.

Thus, your vehicle can be the ride to be on the lookout for, and probably one to emulate among hundreds out there. Now while this idea may sound good to you, the problem of where to begin may set in.

Nonetheless, we have outlined some of the best performance upgrades that will use your car’s functions optimally and, therefore, enable it to reach its full potential. The best part? These performance upgrades don’t require mechanic services; so long as you have a basic knowledge of car parts, you’re all set!

 

Simple Performance Upgrades for Cars

Below are some super simple performance upgrades that can boost and revamp your ride.

1. New Tires

New tires and good ones to begin with, can give your car more power, and as such, it is where you should begin if you want to improve your car’s performance significantly. Great tires will give your ride a greater grip on the road, and help to move swiftly along it. Hence, you can look forward to a pleasurable and smoother driving experience.

2. Engine Control Unit (ECU) Flash

A car’s ECU controls the air and fuel mixture (air-fuel ratio) in your engine, which helps to maximize the engine’s power and efficiency. However, manufacturer’s usually program this ECU to perform below the engine’s true capability as a precaution.

That being the case, you can improve the programming of the ECU that will help to unleash its full potential. The engine’s performance will be enhanced as well as the return on gas mileage.

3. Cold-Air Intake

The installation of a cold-air intake system helps to circulate the airflow in your car’s engine and also provides cooler and denser outside air into the engine. For this reason, cold-air intake can help to boost your car’s performance significantly. Its impact is evident in its ability to allow your car to breathe better and as such, drive better.

4. Spark Plugs

Spark plugs with great quality can aid in better combustion, and as such, it would mean more power and fuel economy in your ride. Pairing the two side by side can be extremely rewarding since you don’t get a ride with a high level of performance at the expense of low fuel consumption. But what about the old spark plugs you have? You may wonder.

While these may have also been great quality spark plugs, they could’ve become worn out due to wear and tear. As such, it could impact on the results delivered significantly. That being the case, you can try an affordable swap to new spark plugs on your new or old ride.

5. Bolt-In a High Flow Exhaust

A bolt-in a high flow exhaust will enable your car’s waste to be exited conveniently. And that can be compared to the removal of wastes from the human body! But in this case, your car needs to do the same.

When a bolt in a high flow exhaust is used, it reduces the pressure that is built up within the ride, and therefore, helps the driver to move more efficiently. A bolt also increases the removal process of waste.

6. Bushing Replacement

Bushings are rubber suspension components, and they are employed in providing cushioning, isolating vibration, and reducing friction between metal parts in the car. Manufacturers add rubber bushings which could get damaged easily and thereby cost you better performance of your car.

On the contrary, a replacement of these bushings can ensure that they stand the test of time to provide the level of support they should for a long time. You can, therefore, try polyurethane bushings that have been proven to last longer than rubber bushings. They also take it one step further in minimizing weight transfer and ending vibrations.

7. Forced Induction

A turbocharger or supercharger can help to increase your engine’s power output, and all it’ll take is to increase its horsepower. A turbocharger helps to force air at high speed into the engine. It needs the exhaust gases to build up as the RPMs increase.

In this case, you need to increase the efficiency of the existing turbo to have more engine power without affecting the OEM reliability. A supercharger comes with a belt-driven compressor, and they provide a power hit low in the RPM range.

8. Nitrous

Nitrous provides a temporary-boosting, cooling effect that enters the combustion chamber, which makes the air entering the chamber denser as well. As a result, there can be a more powerful burn that will help to push your ride forward. However, if you need 50 horsepower right away and not a couple of minutes of hours later, you can try a nitrous kit.

9. Camshafts

A performance camshaft, also known as a bump stick, can also be useful in increasing your car’s performance. The camshaft bears a resemblance to a metal stick with bumps at its circumference.

Here, the bumps are cam lobes that decide when air enters in and out of the combustion chamber since they open and close the intake and exhaust valves. Therefore, a change of the cam can improve horsepower significantly. The horsepower can be increased between 30 to 100.

10. Fine-Tune and Reprogram Computer-Controlled Systems

A hand-held reprogrammer in a computer-controlled engine can help to improve fuel delivery, advance timing, and the change shift points on automatic transmissions. Nonetheless, you will need to have a good idea of what you’re up to by following instructions strictly.

 

The Bottom Line

These are some of the best performance upgrades for car, which you’ll be thankful for after implementing them. They are quite easy to work with, and some require inexpensive components that can still turn your car into the ride it needs to.

Your ride can be fast, offer great fuel mileage, and have reliable components that won’t break down. Hence, you can resort to these upgrades when trying to improve the performance of your car.

In Transmission & Drivetrain

Overview of the 700R4 Transmission

Overview of the 700R4 Transmission - Gearstar Performance

The 700R4 transmission is an automatic transmission that was found in GMC and Chevrolet cars and trucks. It was developed with the aim of improving fuel economy in cars, and it achieved this goal thanks to the overdrive it featured.

Over the years, the transmission has had a change of name, and there have been significant upgrades to its build. We’ve outlined an overview of the 700R4 transmission, its upgrades, problems, and what made it one of the best transmissions in its time.

 

GM’s 700R4 Transmission

The 700R4, also known as Turbo Hydra-Matic, is a 4-speed automatic transmission that was launched by General Motors in the early 1980s. It is an upgrade to the 3-speed TH350 automatic transmission and older models of rear-wheel-drive cars.

Also, the 700R4 transmission featured a 30% overdrive in 4th gear which brought about fuel economy. This overdrive allowed sports cars and pickup trucks that came with it to be more affordable to drive.

 

Vehicles Equipped the 700R4

The 700R4 transmission was used in cars between 1982 and 1993. Specifically, it could be found in trucks and rear-wheel-drive cars including:

Chevy

    • Blazer: 1982-1991
    • Caprice: 1982-1992
    • Corvette: 1982-1992
    • Camaro: 1983-1992
    • Suburban: 1984-1992
    • Astro Van: 1985-1992
    • S10 Blazer: 1989-1992
    • S10 Pickup: 1989-1991

Cadillac

    • Fleetwood: 1990-1992
    • Brougham: 1990-1992
    • Limousine: 1990-1992

GMC

    • Jimmy: 1982-1993
    • Safari Van: 1983-1990
    • Syclone: 1991-1992
    • S10 / S15 Sonoma: 1983-1991
    • S15 Pickup: 1983-1991

Others

    • Pontiac Firebird: 1983-1992
    • Buick Lesabre: 1984
    • Holden Commodore: 1988-1992

That being the case, the widespread use of the 700R4 (4L60) was 1992. Also, the 1993 Corvette, Camaro, and Typhoon were the vehicles to feature the last production of the 700R4.

 

Build of the 700R4

The 700R4 transmission is made from cast aluminium, which adds to its sturdiness and ruggedness. It’s 23.4 inches long, weighs 155 pounds, and has 16 bolts. The tail shaft housing is connected to the main case by four bolts, and the bolt spacing is comparable to that of the THM350 transmission. Dimensions of the 700R4 are:

    • 625 in. tail shaft housing.
    • Transmission’s width where it bolts to the engine is 20 in (51 cm).
    • 5 in. from the engine/trans mating surface to the cross member mount bolt.
    • 375 in. from the engine/trans surface to the output shaft housing mating surface.
    • External dimensions are the same as that of a THM350 with a 9-inch tail housing as found in the GMC long wheelbase truck/vans.

This transmission can store about 11 quarts of transmission fluid and its recommended fluid is DEXRON VI. That aside, there was a K-case 700R4 transmission, and this was the 700R4 with the label K on its case. The transmission case was stronger and thicker since it was designed for heavier 4×4 trucks used for off-roading.

 

700R4 Performance Specs

The 700R4 transmission first gear, second gear, third gear, fourth gear, and reverse gear are 3.06, 1.63, 1, 0.7, and 2.9 respectively.

Its lower first gear ratio provides excellent performance for low vehicle speeds. Besides, a 30% overdrive brings about enhanced fuel economy, a reason that can also be attributed to the popularity of the 700R4.

The torque that can be handled by a 700R4 transmission varies depending on its production year. Nonetheless, you can expect a max engine torque around 350 lb-ft and a max gearbox torque of 650 lb-ft.

 

700R4 Transmission Problems

Like other automatic transmissions, the 700R4 transmission problems are also evident in certain cases. Some of these issues include:

1. Overheating

A notable issue of the 700R4 transmission is overheating. Usually, the vehicles that use this transmission produce high power output and are put to extreme use, which could lead to overheating. The overheating of the ATF could cause damage to the internal components of the car. On the other hand, this problem can easily be avoided by installing an auxiliary transmission cooler.

2. Broken Input Shaft

The 700R4 upon its launch featured a 27 spline input shaft (also found on the THM200C and 2004R transmissions). This input shaft was unable to handle much torque; hence, it was not a surprise when it broke down. Nonetheless, 30 spline shafts were used in Chevrolet small-block V8s 1984, and this helped to give this sturdy gearbox more reliability.

3. Stuck Governor

Dirty transmission fluid in the 700R4 governor can cause the springs located in the governor to be inoperable. If this happens, the vehicle could experience delayed shifts. However, regular servicing of the 700R4 can keep this problem at bay.

 

700R4 vs. 4L60

GM renamed the 700R4 to 4L60 (4-speed Longitudinal 6,000 lb GVWR) in 1990, even though it was the same transmission without any significant changes. However, there was an enhancement to the 4L60 in 1993 where it was electronically controlled instead of hydraulically with a TV cable.

Here, electronic controls replaced its hydraulic shifting system, and the transmission was called the 4L60E. It is also worth noting that the 4L60E cannot be easily swapped for the 4L60 since the 4L60E shifts using a powertrain control module (PCM).

 

700R4 Transmission Updates

Specific updates were made to the 700R4 transmission after its launch. Some of these were:

1. Spline Shaft

Instead of 27 spline input shaft, the 700R4 latter featured 30 spline input shaft as found in the TH400 transmissions. This upgrade was made in 1984, and it combated the common failure point of the transmission.

2. Internal Components

Also, internal components such as the oil pump housing and ring gear were updated in the 700R4 between 1984-1987, and this ended with an auxiliary valve body for 700s in 1986.

3. Electronic Controls

The 700R4, after being renamed to the 4L60, featured electronic controls that replaced its hydraulic shifting system. This electronic control came with Vehicle Speed Sensor that alerted the engine’s computer of the speed at which the car is moving and when it was time to switch gears. These shifts in gears were then made possible by transmitting a signal to a shift solenoid.

 

The Bottom Line

The 700R4 is one of the best automatic transmissions that was launched by General Motors. It was renamed to the 4L60, and the latter also became a popular transmission name. Today, more enhanced transmissions have been launched, and they can still find their roots to the 700R4.

The 700R4’s need to offer fuel economy and enhanced performance were its major selling points, and its ability to be electronically controlled as is the case of the 4l60E made it a force to reckon with. Nonetheless, there are still transmission problems you need to be wary of to ensure your transmission stands the test of time.

In Transmission & Drivetrain

Importance of Fuel Stabilizer When Storing Your Vehicle Long-Term

Importance of Fuel Stabilizer When Storing Your Vehicle Long-Term - Gearstar Performance Transmissions

The importance of adding a fuel stabilizer when storing your vehicle for a long term cannot be over-emphasized. If you’ve just refilled your tank or still have a significant amount of gas in it, and you’ve made plans not to drive your car for weeks or months, then a fuel stabilizer needs to be added to the tank to preserve the fuel’s quality.

Fuel stabilizers ensure that your gas does not go stale so that the fuel stays fresh until the vehicle is started again. Take a look at why gas goes bad in the first place, and the importance of using a quality fuel stabilizer for small and large engines.

What Causes Fuel to Go Bad?

Driving a car often means it will be refilled regularly with fuel, and as such, the fuel system will always use fresh gas. On the other hand, leaving the car for months can cause the fuel to go bad. More so, it takes a while for fuel in a tank to go stale, and this can be attributed to the following:

Oxidation

A car’s fuel system is not airtight. The fuel is exposed to moisture and oxygen while it sits for weeks unending. This causes an oxidation process to occur as well as evaporation of the fuel’s constituents, which could make the fuel to gum in the insides of the carburetor or fuel injection system.

If the fuel goes bad, it loses its potency and can also pose serious problems to the fuel system by breaking it down gradually. The only way to start the engine would be to clean the carburetor before the car is refueled. However, this issue won’t be the case with the addition of a quality fuel stabilizer that preserves the quality of fuel in your car, irrespective of how long the ride will sit without being driven.

Ethanol

There are Ethanol infused fuels that can have an effect on the delicate parts of the car’s carburetors or fuel injection parts. If that’s the case with your vehicle, storing your car in the winter and trying to start it in the spring could pose a problem. The latter could lead to spending more money than necessary on car repairs due to the damage to these components.

What Is Fuel Stabilizer?

A fuel stabilizer is a liquid agent added to fuel, creating a protective layer and preventing the fuel from deteriorating or going bad after a while. Fuel stabilizers also prevent fuel from gumming to the insides of the fuel system, even after the vehicle’s long-term storage.

As a result, you can store your car for the long term (24 months) and the fuel will still be as fresh as when it was bought at the gas station. Alternatively, the deterioration of fuel due to oxidation and the absence of a fuel stabilizer would require that the car’s carburetor be cleaned before it is refueled.

It is worth noting that fuel stabilizers are meant for seasonal types of equipment, classic cars, or boats, and not everyday usage.

Importance of Fuel Stabilizer

Some benefits of adding a fuel stabilizer to the tank include:

1. Helps to Store the Car Long-Term

You can store your car for winter without worrying that the fuel may go bad or break down vital components of the car. Instead of stale fuel in your car, it will be as fresh as it was the day you filled up. It all begins with having the best fuel stabilizer in your tank.

2. Saves Repair Costs

Bad fuel in the car can damage the car’s carburetor or fuel injection system. It could also lead to the engine’s corrosion. A stabilizer helps the fuel maintain its full strength while preventing chemical break down too.

Similarly, the fuel will not stick to important components, which could lead to the car’s failure. This and many more saves you the cost of repairs that would’ve been triggered if these parts were damaged.

3. Saves Refueling Costs

Gas does not come cheap, especially if you had just filled it fully some weeks ago. Hence, you can still make use of it since it has not degraded, without spending to have a new refill.

4. Takes Away the Need to Drain the Tank

A possible solution to preserving the internal parts of the carburetor while the fuel is inside the car would’ve been to drain and dry the whole fuel system. However, you won’t have to do this with a good fuel stabilizer.

How to Use a Fuel Stabilizer

To use a fuel stabilizer in a car that you won’t be driving for the next few weeks or months simply pour it in the fuel tank. First, fill the car with 95 percent of fresh fuel, and then add the recommended amount of fuel stabilizer.

Next, start your car and let it run for at least five minutes, ensuring that the fuel and fuel stabilizer mixes thoroughly. A good practice to ensure that the stabilized fuel reaches all parts of the fuel system is to add it to the tank one or two days before you store the vehicle.

The Bottom Line

The importance of fuel stabilizers range from their ability to keep fuel fresh, to prevent a breakdown of your vehicle, and to ensure that you can drive your car after it has been sitting idle. Now that you’re aware of the benefits of using fuel stabilizers, be sure to purchase a quality stabilizer for the next time your vehicle sits parked. You will save yourself the cost of replacing the fuel, cleaning the carburetor, or even changing a mechanical component.

In Transmission & Drivetrain

Hottest New Products for Muscle Car Enthusiasts

Hottest New Products for Muscle Car Enthusiasts - Gearstar Performance Transmissions

The hottest new products for muscle car enthusiasts have been designed to amplify every aspect of the car. You can rely on the expertise of numerous car manufacturers and designers to deliver a product that improves the level of performance or aesthetic appeal of your ride. What’s more, they can also serve as unique gifts for car lovers who are always on the lookout for what’s in trend.

New Products for Muscle Car Enthusiasts

Some of the latest products for muscle car enthusiasts are:

1. LS Side Pipe Headers

The new LS side pipe headers from Detroit Speed, Inc. are designed for LS engines, specifically in the 1968-1982 Corvette. Muscle car enthusiasts will love these headers due to their maximum ground clearance, cleaner engine compartment appearance, and high performance.

According to the product’s developer, the headers are durable, attractive, and their installation is quite easy. The LS side pipe headers can be paired with C3 Corvettes, and they were designed to specifically fit Detroit Speed’s SpeedRay front suspension installations. Specifications include:

    • Stainless steel design
    • Hand welded by Pro Fabrication
    • 1 7/8-inch primary tube diameter
    • 4-way merge collectors

Complete your Corvette’s exhaust by pairing the LS side pipe headers with Hooker stainless steel side tubes.

2. T-56 All-in-One Harness

The T-56 transmission all-in-one harness is useful to car enthusiasts owning vehicles equipped with a Tremec T-56 Magnum transmission, a six-speed manual transmission used in cars produced by Ford Motor Company, General Motors, and Dodge. The Tremec T-56 Magnum transmission has 3 electronic connections that are used to control the car’s reverse lockout, reverse lights, and speedometer output.

However, there is no convenient way to connect the reverse lockout. Manipulations carried out by car enthusiasts to create this connection often leads to premature wear on the reverse lockout solenoid. This problem can be avoided with the all-in-one harness, which serves as a beneficial complement to Classic Instruments’ electronic speedometer in the T-56 transmission. This easy to install harness offers proper OE functionality for the reverse lockout, a reverse light connection, and a VSS signal.

3. Emblematic

The 1968 Chevy II and the 1968 -1972 Nova also have something new to work with, and that’s all new trunk lid emblems released by Classic Industries. These trunk emblems are officially licensed GM Restoration parts; meaning they are of high quality and can be used to give your car’s rear a fresh look. The emblems are made of high quality die-cast materials, featuring black satin accents and factory markings that showcase their authentic appearance.

4. Vintage-Style Valve Covers

1958-86 Small Block Chevy engines manufactured with perimeter bolt patterns can have a revamped look with the new vintage Series valve covers released by Holley. These valve covers are 3.3″ tall with pre-installed internal oil baffles, and are made from die-cast aluminum.

Holley’s covers reduce the risk of oil leaks and warping of the valve cover flange while adding detail to the motor’s looks. These valve covers are available in different finishes including:

    • Gloss red
    • Natural cast
    • Polished
    • Satin black with machined fins
    • Factory orange with machined fins

Stock valve covers have unappealing style and offer minimal performance. Holley’s covers are an improvement on factory offerings and are equipped with coil-on-cover ignition technology, improving your Chevy’s performance.

5. Strong S-Series

The Strong S-Series by Strange Engineering is made from a high tensile strength nodular iron that is designed for hard-core street and track applications. The nodular iron case was crafted to offer increased strength, attested by its reinforced tail bearing, nodular iron caps, and radial rib design.

The product can be used in conjunction with Posi units, helical differentials, and also a spool given its level of reinforcement that offers enhanced rigidity. On the same note, the nodular iron case offers a Daytona pinion support and a wide selection of a street gear.

6. Book on COPO History

COPO muscle cars, including the Nova, Camaro, Chevelle, Vega, and Corvair are decades old (the 1960s and early 1970s), however, these are legendary performance vehicles manufactured by GM. COPO stands for “Central Office Production Order,” and the concept was created as a loophole for car manufactures to produce and sell high performance vehicles to the general public.

Many popular GM muscle cars have originated from these American, industry shaping vehicles. Given the immense popularity of these beasts, a book titled “COPO Camaro, Chevelle & Nova” has been written specifically to provide details on COPO muscle cars.

The book includes narratives from GM executives, original owners of these cars, repair technicians, among others. If you’re a die-hard fan of COPO muscle cars like the Camaro, Chevelle, or Nova, or you’re interested to learn about where it all began, then this book is for you.

7. Drop-Down Battery Boxes

Batteries can now be placed in drop-down battery boxes that help to distribute the car’s weight evenly. Another advantage of installing one of these boxes is that the engine compartment is less cluttered and now provides the opportunity for an auxiliary or main battery to be added.

If there is insufficient space in your trunk to support a battery, or you’d rather not have one sitting in it, use a drop-down box to mount your battery under the floor of your vehicle. These boxes provide easier to access the battery, making installations or replacements simple.

Drop-down battery boxes are commonly produced with black powder-coated steel designs, but stainless steel options are available. Most standard-sized battery sizes will fit into the specified internal dimensions of 10.5 by 7 by 9.5 inches (LxWxH).

8. Painless Pro Series Chassis Harnesses

The Painless Pro-Series chassis harness provides you with tools necessary for turning your custom routed wiring into a direct fit for your build. Each Pro-Series harness comes equipped with ample length wiring, giving you the flexibility of routing and hiding wires specific to your needs.

Painless Performance Products offers the chassis harnesses in two size, the smaller 12 fuse block controlling 23 circuits or, the larger 18 fuse block controlling 25 circuits. Each kit includes heat shrink, insulated and non-insulated butt splices, cable ties and cable tie clips.

The Bottom Line

These are some of the newest products for muscle car enthusiasts looking to improve their car’s performance and appearance. These products can make your ride unique and stand out from every other muscle car out there. Hence, you need to be among one of the first to take advantage of these products to ensure that your car is revamped from the traditional muscle car.

In Transmission & Drivetrain

Overview of the 4L85E Transmission

Overview of the 4L85E Transmission - Gearstar Performance

The 4L85E transmission is a series of an automatic transmission from General Motors. It is also popular since it is a heavy-duty transmission that was improved upon to make it handle more torque and impact driving.

What’s more, it may be over a decade since it was launched, but its solid build makes it a contender with older transmissions. Thus, it should not come as a surprise that car enthusiasts are continually looking for ways to upgrade their transmission to be even better.

Here’s an overview of the 4L85E transmission that informs you of its specification, differences from other series, problems, and improvements.

 

THE 4L85E TRANSMISSION

The 4L85E is a 4-speed automatic transmission that was launched by General Motors in 2002. Like the 4L80E transmission, it was an upgrade to the TH400 three-speed transmission from GM.

Hence, it can be considered as a TH400 with overdrive, a lockup torque converter, as well as advanced electronic controls. However, the 4L85E can handle more torque (460 lb-ft of torque) than the 4L80E transmission.

It has been rated to handle vehicles with a GVWR of up to 18,000 lbs and 690 ft·lbf (935 N·m) of torque. As a result of its exceptional strength, this transmission is suitable for drag racing, off-road racing, and even custom street driving.

Some cars that used the 4L85E transmission include heavy-duty GM trucks and vans, and also a classic Chevy with a big-block. Specifically, these cars were:

    • Rally Fighter
    • GMC Yukon XL
    • Chevy Suburban
    • Chevrolet Avalanche
    • GMC Savana with Duramax Diesel
    • Chevrolet Express with Duramax Diesel

For this reason, the 4L85E can be used for large vehicles that are meant for off-roading or heavy-duty transporting.

 

4L80E vs. 4L85E

There are several differences between the 4L80E and 4L85E transmission, even though these were upgrades to the TH400. The popularity and strength of the TH400 may have rubbed off on the 4L85E, but it still brought something unique to the table.

Some of these differences include:

    • The 4L85E transmission is rated up to 460 lb-ft, but the 4L80E is rated up to 440 lb-ft.
    • The 4L85E transmission featured a five-pinion reaction gearset and a five-pinion output gearset.

Some parts that were improved in the 4L85E were:

    • Input and reaction carriers.
    • Improved overdrive planet and drum.

 

4L85E vs. TH400

Like the 4L80E, there are also differences between the 4L85E and the TH400 transmission. Notable among these is its physical appearance.

Here’s what it looks like:

    • The 4L85E is 26.25 inches longer than the TH400.
    • The 4L85E is also bigger than the TH400, which is evident in the length and size of the pan.
    • Despite its large size, the 4L85E is also easy to fit into a car, and even easier than the 4L60E series of transmissions.

 

4L85E TRANSMISSION PROBLEMS

Despite the huge improvements in the 4L85E transmission, there are still specific problems that have been reported by users of this transmission. Notable among this is the case of slipping or not syncing on time when the transmission is placed in drive.

The problem is also evident when trying to move from 1st to 2nd gear or 2nd to 3rd gear, since more time may be taken to respond – It’s the case when it takes twice the time to shift to gear. On the other hand, slipping can lead to overheating, which can cause the transmission to burn.

The damage can be so severe that it would be difficult to rebuild the transmission. Alternatively, the 4L85E can notify you of a slip when there is an increase in the variable pump pressure. As the transmission wears, this pump pressure is increased, and as such, slipping may not occur until the transmission fails.

Over and above that, there’s a reported case of the wire harness for the trans cracking, and thereby allowing transmission fluid to enter the connector end. The latter results in a short, which is noticeable when doing hills/grades.

 

4L85E IMPROVEMENTS

The 4L85E transmission may offer considerable strength, but some improvements can be made to it in order to increase its performance: For starters, the transmission cooler using its own electric fan can be installed in the transmission in a bid to promote good airflow.

Similarly, a shift improver kit can be used to improve the 4L85E transmission. What this kit does is to:

    • Give the driver more control of their vehicle.
    • Decrease the transmission of internal line pressure.
    • Decrease the time required for the clutch and bands to engage. And in return, heat and wear are reduced during off-roading.

These aside, GM has made an improvement to the 4L85E and now, there is the SuperMatic 4L85E transmission as is evident in the Chevrolet cars.

 

THE SUPERMATIC 4L85E TRANSMISSION

The SuperMatic 4L85E transmission is an improved version of the 4L85E and as such, it is also a heavy-duty transmission. This variant, however, has unique differences that set it aside from the 4L85E.

For instance, it features an additional heavy-duty clutch plate and has revised valve body calibration as well as increased fluid pressure. The gear ratios of this transmission are 2.48, 1.48, 1.00, and .075 for the 1st, 2nd, 3rd, and 4th gears respectively.

In comparison to the 4L85E, its gear ratios are 2.48, 1.48, 1.00, 0.75, and 2.07, from First through Reverse. On the other hand, the SuperMatic 4L85E transmission is suitable for Gen I small blocks and all big blocks.

 

THE BOTTOM LINE

An overview of the 4L85E transmission shows that it is also one of the most reliable GM overdrive transmissions. It can handle more torque than what is rated on paper, which makes it suitable for off-roading, and generally, vehicles that will need to handle a lot of impacts.

What’s more, it boasts of the same power as the TH400 and 4L85E and takes it one step further to be a good variant among the trio. The features of the 4L85E transmission can best be appreciated by comparing it with a range of series transmission that was launched before it.

We’ve covered this and many more in our overview; hence you can make the decision on which to settle for among a range of options.

In Transmission & Drivetrain

Shifting Into Overdrive With Performance Automatic

Regular vs performance transmissions

Many transmissions in the past may have been designed without an overdrive, but this is not the case with modern transmissions. The reason is because of the benefits an overdrive has in a car, ranging from driveability to fuel mileage. As such, transmissions with an overdrive such as Ford’s AODE/4R70W and the 6R80 transmissions as well as GM’s 4L60E, 4L70E, 4L80E have gained popularity of late.

Similarly, the smooth roads we have these days encourage people to speed up, and automakers saw a need to ensure that the gearing can handle higher speeds without frictional wear at the rear. On the other hand, we’ve detailed how a shift into overdrive with performance automatic works.

 

WHAT’S OVERDRIVE?

The highest gear that can be shifted to in the transmission of an automatic is called overdrive. Also, an overdrive describes a car’s movement at a sustained speed, which reduces its engine revolutions per minute (RPM). It’s worth noting that the overdrive can be activated with the press on a single button that moves the transmission to its highest gear and then downshifted through other gears.

 

BENEFITS OF OVERDRIVE IN AUTOMATIC TRANSMISSIONS

So, what does overdrive mean in an automatic car? For starters, a modern electronic overdrive transmission comes with the promise of better fuel economy and driveability. In the aspect of fuel economy, your car will make the most of its generated power, which is why you can get more miles (as high as 50 miles) than the usual 150 miles on a full tank, and that can add up significantly in the long run.

What’s more, better power management enables the car’s output speed to be faster than its input speed. To that effect, even cars that were never built with an overdrive can have one today, which helps to keep them longer on the road.

The latter has been one of the reasons why the GM transmissions, including the 4L60E, 4L70E, and 4L80E, have been beefed up with an overdrive. An overdrive also helps to lower noise and wear while maintaining a single speed. What’s more, a lower RPM being maintained puts less strain on the engine.

 

WHAT’S PERFORMANCE AUTOMATIC?

Performance automatic (PA) is a transmission shop that offers C4 transmission builds as well as AOD and AODE/4R70W transmission builds for racers. The company has been in operation for over 36 years, and as such, it has made quite a name for itself among car enthusiasts.

Specifically, it knows a thing or two about performance transmissions for muscle cars, hot rods, and race cars. Some popular parts from PA include its servos, trans brake valve bodies, hardened shafts, and pro-fit bellhousings. PA has also been designing its Street Smart Packages featuring transmissions, converters, dipsticks, and transmission mounts for GM, Ford, and Chrysler cars.

It’s electronic-overdrive transmissions, on the other hand, come with a transmission controller that enables the driver to select and make modifications to certain functions of the transmission. Thus, there is no need to return to the shop to have these functions checked.

 

ADVANTAGES OF AUTOMATIC TRANSMISSIONS OVER MANUALS

There’s the choice of choosing between a 3-speed automatic or a 4-speed manual in racing applications; however, there are certain advantages an automatic has over the later. Some of these include:

1. Electronically Controlled Automatic Transmissions

Modern automatic transmissions are electronically controlled. As such, a computer can be used to control shift points, shift aggressiveness, as well as the shift firmness. The ability to take control electronically makes a full rebuild unnecessary if the driver has a change in preference.

2. Faster Shifting With an Automatic Transmission

Manual transmissions require that you shift between gears yourself, and despite how fast you think you are, modern automatic transmissions can beat you to it. The reason is not farfetched since automatics have been built to shift faster than even a human. As a consequence, it enables you to move from one gear to the other faster and seamlessly while accelerating down the track.

3. Performance Builds With a Transbrake

Performance builds that can support up to 1000 horsepower and more, have made automatic transmissions a better choice in a performance car. Such a car can become a real race car or muscle car just by adding a transbrake to the automatic.

What this transbrake does is to enable the driver to build RPM by releasing the transbrake, which helps the car to roll into the power band. On the other hand, the clutch would’ve been released at a high RPM in a bid to get traction, but a transbrake takes away the need to do so.

 

THE HIGH DEMAND FOR ELECTRONIC OVERDRIVE TRANSMISSIONS

There has been a growing need for electronic-overdrive transmission and GM transmissions. Thus, it does not come as a surprise that the installation of electronic-overdrive transmission has become popular. Nonetheless, these transmissions are still new, and as such, they require additional technical support, including initial tuning settings and wiring questions.

 

FITTING AN OVERDRIVE UNIT INTO A TRANSMISSION TUNNEL

The transmission tunnel already has its gearing and electronics, which makes it needful to create an extra space to install the overdrive in the transmission tunnel. As such, extra attention has to be paid to ensure that the transmission fits into the car.

The latter can be made possible by determining the components that can be cleared in order for the transmission to be mounted on the chassis. In this case, a little adjustment may be required.

 

THE BOTTOM LINE

Shifting into overdrive with performance automatics can be made easier by relying on a transmission shop that has been at it for years. On the same note, the benefits of overdrive in an automatic transmission cannot be overemphasized.

Hence, your need for a performance car that is a real muscle car or race car with the offer of fuel economy starts with the installation of an overdrive. Many have wondered if it is bad to drive with overdrive off.

Nonetheless, it is recommended that the overdrive switch should be left on always for regular driving. This allows your car to shift into a higher gear if there is a need, irrespective of your selection.

In Transmission & Drivetrain

Overview of the 4L80E Transmission

Overview of the 4L80E Transmission - Gearstar Performance

The 4L80E transmission was produced in October 1963 by General motors for longitudinal engine configurations. This transmission is a revamped version of the Turbo-Hydramatic TH400, which is why it does not come as a surprise that it features most of the internal components of the TH 400.

Despite having similar parts and the same strength reputably known for the TH400, the 4L80E transmission takes it one step further to feature a lockup torque converter, overdrive gear, and advanced electronic controls.

We’ve outlined a detailed overview of the 4L80E transmission, its specifications, and what makes it popular in the current year, given that it has been a decade already since its production was discontinued.

 

THE 4L80E TRANSMISSION

The term 4L80E denotes 4-Speed (4), Longitudinally mounted (L), 8000 lbs. vehicle weights for (80), and electronically controlled transmission (E). The ‘E’ means it requires an Electronic Control Unit (ECU) for control and firmness to enable its functionality.

Also, the 4L80E performance transmission was designed for cars up to 16,500 lbs GVWR with towing capacity up to 22,000 LBS, and whose engine is up to 440 ft. lbs. (597 N·m) of torque. Some cars that used the 4L80E transmission include Chevrolet/GMC pickups, commercial vehicles, and vans.

It was also adopted in Rolls Royce and Bentley vehicles. Specifically, you could find this transmission in GM trucks such as Silverado, Sierra, Suburban, the Hummer H1.

 

DEVELOPMENT OF THE 4L80E

The 4L80E was developed from the TH400, a heavy-duty automatic transmission that neither had a lockup torque converter nor an overdrive. Hence, there was a need for a heavy-duty automatic transmission with an overdrive to be built.

As such, GM took several internal components and designs from the TH400 to build a new transmission it named the 4L80E. Similarly, about 75 percent of the 4L80E’s internal parts could be interchanged in the TH400.

4L80E Features Adopted From the TH400

    • The 4L80E came with a die-cast aluminum case.
    • The rear tailhousing and bellhousing bolt pattern, as well as the flexplate of the TH400, was maintained in the 4L80E.
    • The 4L80E featured a large 32 spline output shaft (even though much stronger) in its various 2wd and 4wd applications.

4L80E vs. TH400

    • The 4L80E featured an overdrive fourth gear which required an extra gearset as well as a longer (1-1/2″) case.
    • The transmission uses electronics to control shift points.
    • The 4L80E transmission is 4 inches longer than the TH400.
    • The rear tailhousing bolt indexing bore diameter was changed on the 4L80E.
    • The 4L80E featured an integrated bellhousing instead of a removable bellhousing of the 4L60E transmission.

Despite these changes and the adoption of features prevalent in older models of the GM automatic transmission, the 4L80E had its problems. Nevertheless, updates were made throughout its production cycle, which has created a more revamped version of the transmission.

 

4L80E SPECS & RATIOS

Specifications

    • Length: 26.4″
    • Weight: 236 lbs dry
    • Max Torque: 450nm +/-
    • Fluid Type: DEXRON VI
    • Gears: 3 + 1 Overdrive 30%
    • Fluid Capacity: 13.5 Quarts
    • Pan Gasket/Bolt Pattern: 17 bolt

Gear Ratios

    • First: 2.48
    • Second: 1.48
    • Third: 1.00
    • Fourth: 0.75

Parts List

    • Abbott ERA
    • B&M Holeshot
    • PCS valve body
    • Abbott Cable-X
    • Hughes lockup
    • Monster Street Rage
    • 4L80E extension housing
    • Crossmember ’69 Camaro
    • Crossmember ’66 Chevelle
    • TCI Saturday Night Special

 

4L80E TRANSMISSION TECHNOLOGY

The 4L80E transmission relies on electronic controls from the Powertrain Control Module (PCM). A driver has the option to select shift maps depending on the action such as towing they want to execute.

There is a portion of the PCM’s strategy for shift stabilization, which helps to reduce hunting. On the other hand, a PWM lockup solenoid controls the 4L80E torque converter (in factory mode), and it helps to provide a smooth lockup execution.

Speed Sensing

Two-speed sensors can be found on the 4L80E transmission, and these sensors serve as a turbine input speed and output speed, respectively. The input speed sensor is used to monitor input speeds, which are compared with the engine speed and output shaft sensor speed.

The data obtained is used to adjust the shift speeds depending on the conditions that are instantly detected. It is also worthy to note that there are different placements of the speed signal, and it depends on the year in which the transmission was launched.

For instance, 1991 – 1996 4L80E’s have a speed sensor that is located at the driver’s side rear portion of the case. On the other hand, the 1997 and later 4wd applications may lack the rear sensor.

 

4L80E TRANSMISSION APPLICATIONS

The 4L80E was designed to be used in the duty range of the 4L60E and the Allison series transmissions – these were transmissions the TH400 had already found use cases in. On the other hand, the 4L80E became more popular in Big Block gas and diesel engines given that Allison transmissions were used in medium-duty class (4000 series) trucks.

Some vehicles which the 4L80E were used include:

    • Chevy Avalanche
    • Chevy C2500 HD
    • Chevy C3500 HD
    • Chevy Express 2500
    • Chevy Express 3500
    • Chevy Express 4500
    • Chevy K2500 Suburban
    • Chevy Silverado 2500 HD
    • Chevy Silverado 3500 HD
    • GMC Savanna 2500
    • GMC Savanna 3500
    • GMC Sierra 2500 HD
    • GMC Sierra 3500 HD

 

4L80E TRANSMISSION PROBLEMS

The 4L80E transmission problems include the following:

    • Erratic shifting: The 4L80E had shifting problems as a result of a failed throttle position sensor or input/output speed sensor.
    • Overheating: Transmission fluid helps to remove heat generated from the moving internal components in the transmission. On the other hand, if a heavy load is hauled or towed and the radiator cooler can’t cool the ATF properly, it could lead to overheating of the 4L80E. Consequently, the clutches, valve body, seals, etc can get damaged.

 

THE BOTTOM LINE

The 4l80E is a big and heavy transmission that has come a long way from years ago due to upgrades. Despite these upgrades, it was built with the durability of the TH400 and a Fourth overdrive gear. As such, it is still a strong contender with modern transmissions – it can also offer better performance if it is rebuilt with the most reliable parts.

Car enthusiasts love it and hold it in high esteem, which was once the case of the TH400. These aside, you too can also take advantage of this transmission to enjoy the experience of the 90s.

In Maintenance

Torque Converter Problems: Symptoms & Replacement Costs

Torque Converter Problems Symptoms & Replacement Cost - Gearstar

It may be a bit challenging to ascertain if the problems with your car are originating from its torque converter or transmission. As such, mistaking the symptoms of a failing torque converter for that of the transmission could lead to a waste of time and resources – without getting the solution that was expected.

A repair shop, on the contrary, will be able to determine the root cause of the problem just by analyzing these signs. That does not mean that you too can’t tell if the problem is from the torque converter. However, it begins by knowing the symptoms of a faulty torque converter and the replacement cost that will be needed.

 

What Are Torque Converters?

A torque converter is a crucial component located between the engine and transmission. It transfers power from the engine to the transmission and replaces the manual clutch. Additionally, it optimizes engine power output by multiplying torque at low RPMs.

 

Symptoms of Torque Converter Problems

Some symptoms of torque converter problems have been outlined below. These are the signs you should be on the lookout for to ensure your car does not fail when you least expect.

 

1. Slipping

A torque converter can slip out of gear or delay a shift its fin or bearing is damaged. This is because the torque converter changes the engine’s torque into hydraulic pressure that is required to ship the transmission’s gears.

In the same vein, inadequate or excessive fluid in the transmission can cause the gears to perform in an unexpected manner. One of such is slippage which is evident in the car’s loss of acceleration and reduction in fuel economy.

 

2. Overheating

Another sign of a problem in the torque converter is if your car’s temperature gauge indicates that there is overheating by flashing a transmission control unit light on your dashboard. This sign may be triggered by a decline in the fluid pressure or a malfunctioning solenoid.

Slipping while you’re driving can also lead to overheating. On the other hand, overheating is not a good thing for your converter since it can lead to the wear of the transmission’s internal components. Moreover, the converter will not be able to carry out its primary function of transferring power from the engine to the transmission.

 

3. Contaminated Transmission Fluid

A torque converter is filled with Automatic transmission fluid (ATF). If the fluid contains debris, grime, or a black sludge, it is contaminated, and this is a sign that the transmission is damaged. Also, dirty fluid can impact the components of the torque converter such as the stator’s bearings and turbine’s fins.

To prevent either of these from happening over time, you need to ensure that you have high-quality fluid in your transmission at all times. Keep in mind that you can save a lot of money by just replacing the dirty fluid.

 

4. Shuddering

Your car is shuddering when you’re moving on a smooth road, yet it feels like you’re on a rocky surface which makes the ride bumpy – it is a sign that there could be a problem in the lockup clutch located in the torque converter.

What happens here, is the difficulty of the lockup clutch to enable the converter to make a smooth transmission to direct drive. Thus, if you experience this occasionally, employ the services of a local repair shop.

 

5. Increased Stall Speed

The point at which the engine’s RPMs are high enough for the torque converter to transfer the engine’s power to the transmission is called stall speed. A damaged torque converter will be unable to provide a seamless transfer of the engine’s rotational force into hydraulic pressure.

The downside to this is that there could be an increase in the normal stall speed, and as such, it could take the transmission more time to engage the engine.

 

6. Unusual Sounds

A bad torque converter will emit noises, and that is an obvious sign that it needs to be checked. Therefore, if you hear a whirring or clicking sound, either from the damaged bearings or broken turbine fin, you need a replacement.

 

Causes of Torque Converter Problems

Before your torque converter shows signs of failure, you need to be wary of what could lead to it. Thus, the following are some of the causes of torque converter problems.

 

1. Damaged Torque Converter Seals

If the torque converter seal is damaged, it could cause the transmission fluid within the bell housing to leak. When that happens, the torque converter will be unable to provide a smooth transfer of power from the engine to the transmission. As a consequence, there could be overheating, slippage, higher stall speeds, among other problems.

 

2. Damaged Torque Converter Clutch Solenoid

The torque converter clutch solenoid is an electronic component that helps to measure the fluid pressure and regulate how much fluid the lockup clutch receives.

If the solenoid is faulty, there won’t be an accurate measure of how much transmission fluid is a need which could lead to abnormal fluid pressures. As a consequence, there could be irregular behaviors such as poor gas mileage, engine stalling, among others.

 

3. Degraded Torque Converter Clutch

Torque converter clutches help to lock the transmission and the engine into direct drive. However, a damaged torque converter can cause the car to stay in gear even when the driver has come to a stop. This converter also can lock into direct drive especially if the clutch plate’s friction material has worn away.

 

4. Faulty Needle Bearings

The needle bearings separate the stator, turbine, impeller, and converter housing. Alternatively, faulty bearings could lead to the creation of noises while driving. It could also lead to the accumulation of metal chips in the transmission fluid due to metal to metal contact between these components of the torque converter.

 

Torque Converter Replacement Costs

Replacing a torque converter is generally more affordable than a full transmission replacement. A new torque converter typically costs between $150 and $350, depending on your vehicle’s make and model.

If you have the skills and tools to replace the torque converter yourself, you might spend between $150 and $500. This estimate includes the cost of the part and any additional supplies you might need. On the other hand, if you prefer to have a professional handle the replacement, expect to pay between $600 and $1000. This cost covers both the labor and parts. The replacement process usually takes between 5 and 10 hours, depending on the complexity of the job and the specific vehicle.

While DIY replacement can save money, it’s important to weigh these savings against the potential risks and the need for specialized tools. Professional repair ensures the job is done correctly, which can help you avoid further issues down the line.

The Bottom Line

Recognizing and addressing torque converter problems promptly can prevent more severe transmission issues and costly repairs. By being aware of symptoms such as slippage, overheating, or unusual noises, you can avoid extensive damage to your transmission.

The cost of replacing a torque converter is relatively low compared to the potential expenses of repairing or replacing a damaged transmission. Acting quickly can save you both money and inconvenience. Whether you choose to replace the part yourself or seek professional help, timely intervention is crucial for maintaining your vehicle’s performance and reliability.

In summary, keeping an eye out for symptoms and addressing issues with your torque converter as soon as they arise is essential. Taking prompt action will help ensure that your vehicle continues to operate efficiently and remains in good condition.

In Transmission & Drivetrain

The 4L80E Built With the Latest and Greatest Parts

4L80E Transmission The Latest and Greatest Parts - Gearstar

The 4L80E may be an old transmission from General Motors, but it has been revamped with the latest and greatest modern parts to boost its performance. As a result, performance enthusiasts may not think twice before settling for this old transmission.

Several remanufacturing companies are continually developing parts to work alongside the transmission and bring out its best functionality. We’ll be taking a look at these parts and generally, what makes the 4L80E the right choice out of a range of transmissions that were also launched in the 90s.

 

4L80E Transmissions 101

The 4L80 is a series of automatic transmissions designed by General Motors. The nomenclature stands for a 4-speed transmission, longitudinally-mounted, and for handling GVWR (Gross Vehicle Weight Rating) up to 8000 lb. Thus, the 4L80-E is an automatic transmission, and it featured four forward gears and was tailored for longitudinal engine configurations.

Upon its launch in 1991, the 4L80E was used in vans, Chevrolet/GMC pickups, commercial vehicles, and the Hummer H1. It was later adopted in the Rolls Royce in 1991, and after extensive testing, it was also used in the Bentley Continental R and other Rolls Royce, Aston Martin, Jaguar, and Bentley vehicles.

Generally, the 4L80E is an evolution of the Turbo-Hydramatic 400 automatic transmission. Why is that? It featured the 400 parts and strength; however, it came with a lockup torque converter, added overdrive gear, and advanced electronic controls.

 

Application of the 4L80E

The 4L80E found application in several vehicles for 22 years before it was replaced in 2013. That length of usage and its popularity can largely be attributed to its improved fuel consumption as a result of its overdrive gear, ability to handle more torque, its durability, amongst other benefits.

Before this time, the transmission was meant to be used in the duty range of 4L60E and the Allison series transmissions. Allison transmissions were employed at the time in medium-duty class (4000 series) trucks. For this reason, the 4L80E was mostly resorted to, and it was available with the Big Block 7400 gas and 6.2L / 6.5L diesel.

Despite the advantages the 4L80E had over its predecessors, it still came with its problems such as losing the reverse gear and experiencing hard shifts. Nonetheless, the latest parts have been designed with seeks to handle these problems.

 

4L80E Performance Parts and Upgrades

Upgrades to the 4L80E have been made possible with the use of the following high-end components from different manufacturers of hardware devices. These parts include:

 

1. Pistol-Grip Shifter for 4-Speed Transmissions

The GM four-speed automatic transmissions with forward-shifting valve bodies such as the TH700R4, 4L60E, and 4L80E transmissions can feature a quarter stick shifter. The shifter also comes with a detent activation to curb missed shifts, neutral safety switch, and an NHRA- and IHRA-compliant reverse lock-out.

Similarly, the pistol grip shifter is CNC-machined from billet aluminum that has been anodized black, and it comes with replaceable side plates. Within this shifter’s installation kit are components such as a 5-foot, heavy-duty shifter cable, hardware, a mounting bracket, and an instructions manual to makes its installation a breeze.

 

2. An Independent Transmission Controller

A car enthusiast who intends to upgrade to any of the GM transmissions including the 4L60/65/80/85E can take advantage of a stand-alone transmission controller. What this controller does is to enable users to adjust shift points and feel. Adjustments can also be made to the torque-converter lockup using the supplied touchscreen controller.

Over and above that, adjustments enable accommodation for the gear-ratio, and changes to the tire-diameter. On the other hand, the controller comes as a kit featuring the touchscreen display, output for a speedometer, windshield mount for the display, and complete wiring harness.

 

3. GT Sport Chassis for 1963-1967 Corvettes

The need for a memorable ride while driving a classic car like the Chevrolet Corvette Sting Ray can be attained without suffering the limitation of the car’s original architectural design. The latter is made possible with an AME GT Sport Chassis that helps to improve the ride’s quality, handling of their rides, and its stance.

For instance, AME’s Multi-Link independent rear suspension system with a Sport IFS upfront is used to replace the car’s rear suspension. Also, the overall track width is slightly narrower compared to that of the factory-made, which is in a bid to provide wider wheel fitment and lower ride height.

On the other hand, the gusseted and triangulated frame has 0.180-inch-wall-thickness frame rails, and it is paired with exhaust passages that have been built into the crossmember.

 

4. Classic Mopar Gauges

Classic Mopar Gauges that still maintain the factory resemblance can be used in a car featuring the 4L80E transmission. Like the factory gauges, the red, white, and blue Mopar logo radiates on the black dial underneath the needle’s pivot. Some companies have taken it one step further to ensure that these gauges have been officially licensed by Mopar.

As such, if you’re a purist bent on finding a set of gauges that are close to factory-made ones to ensure efficient performance, this would be it.  What do these gauges offer? You may wonder! They provide full electric movements that are backed by several hours of track-tested accuracy.

Similarly, the gauges you can find are oil pressure, fuel level, water temperature, and a voltmeter in 2-1/16-inch diameter. There are also a programmable speedometer and tachometer in a 3-3/8-inch diameter.

 

The Bottom Line

Each of these components is evidence that the 4L80E transmission can be built with the latest and greatest parts to improve its performance. The ability to do so has prevented this transmission along with other GM four-speed transmissions from going into extinction.

On a timely basis, different manufacturers of hardware are constantly developing parts to handle their performance and even take it one step further. That being the case, settling for the 4L80E transmission in the current year would still be a good choice given the performance upgrades and the revamped components in the market that can be used on it.

Thus, it is now left for you to decide which manufacturer can give you the part you desire and has built it to be durable and handle all the power that will be put on it.

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