Description
Description
GM 6L90E 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. Once your LS or LT swap exceeds 500 horsepower, the upgraded clutch packs in the
Performance Specifications
- 6L90E Level 2
- 6l90e 4x4 level 3 transmission
- Rated up to:500 HP at the crankshaft
- Rated up to:500 FT-LBS of torque at the crankshaft
- Converter: Custom built & custom stalled 12" lock-up billet Yank Performance Torque Converter
- Stall: 1600-2200
Build Details
- become strictly necessary for reliable trail performance.
- Master Overhaul Kit – Complete with new gaskets, seals, rings and pistons
- New Wide Inlet Filter
- New Bearing Kit
- New Bushing Kit
- OEM Capacity 3-5 Reverse Clutch Pack Using Latest Generation Friction and Steels
- OEM Capacity 1-2-3-4 Clutch Pack Using Latest Generation Friction and Steels
- OEM 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 Pump vanes with hardened Rings
- 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
- 4×4 overall length 27 inches
- 4×4 distance to the transmission mount 27 inches
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
- 4×4 overall length 27 inches
- 4×4 distance to the transmission mount 27 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.
