Description
Description
GM 6L80E 6 speed automatic transmission. Designed for LS/LT engines. This transmission will be programmed before it ships out. If this is going into a factory application the VIN number will be needed. If this is going into a swap application a standalone transmission controller will be required. Alternatively, if you are running a heavy-duty truck block that demands a larger 35-spline output shaft, the
Performance Specifications
- 6L80E Level 4
- 6l90e 2wd level 3 transmission
- Rated up to:750 HP at the crankshaft
- Rated up to:700 ft lbs of torque at the crankshaft
- Converter: Custom built & custom stalled 10" lock-up billet Yank Performance Torque Converter
- Stall: 2600-3600
Build Details
- is engineered specifically for those robust setups.
- Master Overhaul Kit – Complete with new gaskets, seals, rings and pistons
- New Wide Inlet Filter
- New Bearing Kit
- New Bushing Kit
- Expanded Capacity 3-5 Reverse Clutch Pack Using Latest Generation Friction and Steels
- Expanded Capacity 1-2-3-4 Clutch Pack Using Latest Generation Friction and Steels
- Expanded Capacity 4-5-6 Clutch Pack Using Latest Generation Friction and Steels
- Low / Reverse Clutch Pack Using Latest Generation Friction and Steels
- 2-6 Clutch Pack Using Latest Generation Friction and Steels
- Updated AC Delco Pump Cover (Stator Support)
- New AC Delco Pump Body (Bell Housing)
- New Pump vanes with Hardened Rings
- Billet Pump Rotor
- Billet 4-5-6 Clutch Hub
- Hardened and Reinforced Clutch Hubs
- Hardened Rear Planetary Assembly
- Upgraded Line Boost Valve and Slide Spring
- Performance Tuned Valve Body with New AC Delco Transmission Control Module and Solenoid Body
- Billet Single Disk converter
- GM 6L80E/6L90E
Gear Ratios
- 1st: 4.027
- 2nd: 2.364
- 3rd: 1.532
- 4th: 1.152
- 5th: 0.852
- 6th: 0.667
Dimensions
- Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
- 2wd Overall length 30.5 inches
- 2wd distance to the transmission mount 25.5 inches
- Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
Due to the condition and availability of rebuildable transmission cores, we often have to tear down and inspect as many as three transmission cores to obtain one usable core. This increased labor and material cost is the primary reason for the recent increase in our core charge.
To help avoid the core charge, we encourage customers to send us their transmission core to be rebuilt whenever possible. Alternatively, if you purchase a new transmission from us, you can return your original transmission core after installation, provided it is received within the applicable return period and meets our core acceptance requirements.
