Tag: 4L80E

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Engine

The Ultimate Guide to the 4L80E Transmission

Overview of the 4L80E Transmission - Gearstar Performance

The 4L80E transmission is an automatic transmission designed by General Motors. Learn more about this legendary transmission.

The 4L80E transmission was introduced in the GM C/K Trucks line-up – to the delight of motorists – in 1991. The legendary TurboHydramatic TH400 automatic transmission was the 4L80E transmission’s immediate predecessor. It is constructed to a great extent on the 400 in strength and parts. The 4L80E also features a lock-up torque converter, an added overdrive gear, as well as state-of-the-art electronic controls. This automatic transmission has remained in production through the 2009+ model year.

In this post, you will learn more about the 4L80E transmission and its variant, i.e., the 4L85E. The latter is constructed such that it can efficiently handle heavy-duty use. Every reference to the 4L80E also applies to this variant, except where stated otherwise. 

Note that the terms’ 4L80′ and ‘4L85’ may be used without adding the suffix, ‘É.’ This is because every GM automatic is electronically controlled now and, therefore, doesn’t need differentiation. 

Let’s get to the meat of the matter.

The Development of the 4L80E Transmission

As mentioned briefly earlier, the 4L80E automatic transmission was directly developed from the TH400 transmission. The latter is a challenging and enduring transmission at GM – as well as other marques. It was practically the last hold-out of the entire old-school automatics with no overdrive or lock-up converter.

GM quickly recognized a gap revealed by the rapidly expanding success of the 4L80E/700R4 automatic transmission. Although the 700R4 was a tough transmission, it could not hold a candle to the TH400 transmission. 

And for this particular reason, GM had no choice but to start developing a pretty heavy-duty automatic overdrive.

GM relied heavily on – and used – several parts or components and designs derived from the TH400 transmission when developing the 4L80E. But the added overdrive gear gave the 4L80E an edge over its predecessor, even though it required a somewhat longer case and an extra gear set.

The rear tail housing bolt pattern was not tampered with in any way. However, its indexing bore diameter was efficiently changed. The 4L80E transmission features a large 32 spline output shaft – much like the TH400 transmission – in the numerous 2WD and 4WD applications.

The 4L80E features a die-cast aluminum case, just like most other GM automatics. However, the 4L80E never featured a removable bell housing, unlike the 4L60E automatic transmission. Instead, the 4L80E transmission showcases an integrated bellhousing with the Chevrolet 90-degree engine bolt pattern only.

In 1991, GM trucks rolled out into the market, bearing the 4L80E automatic transmission. This included the Silverado, Sierra, Suburban, Hummer H1, etc.

The 4L80E automatic transmission is by no means perfect and has its share of glitches. However, it became a huge success and continued to be enhanced throughout its production span, even with extra changes entering when required.

In 2002, the 4L85 automatic transmission entered the market. A few differences between this transmission and the 4L80E include a 5-pinion reaction gearset, a 5-pinion output gearset, etc.

GM specified a brand-new automatic transmission fluid formulation in 2006, though this development was not regarded as a transmission change. The company required this fluid formulation’s warranty in the 4L80E series. Dexron VI, another brand, highly superseded its previous transmission fluids, claiming that it has significantly improved the transmission performance as well as a more extraordinary fluid life and transmission.

The 4L80E Automatic Transmission Technology

Every 4L80E automatic transmission makes use of electronic controls, which are generally from the Powertrain Control Module. Some vehicles using this automatic transmission come with shift maps that the driver can select, based on usage, including towing, etc. 

Part of the Powertrain Control Module’s strategy includes shift stabilization, which contributes significantly to reducing hunting.

The torque converter – when applied in factories – is heavily controlled via a PWM lock-up solenoid for seamless lock-up action. Despite this, several performance aficionados always prefer to efficiently reprogram the 4L80E automatic transmission in order to run as a very simple, ON-OFF solenoid.

The H1 received a 4L80 along with its dedicated T42 transmission computer in 2004. This automatic transmission also arrived with a considerably enhanced Park/Neutral safety switch and modified transmission line pressure solenoid. Other General Motors applications are still going to follow soon.

The TCM (Transmission Control Module) refers to the highly adaptive learning computer smartly integrated within the transmission valve body. It communicates efficiently with the Engine Control Module through the onboard vehicle CAN bus network. 

This is a departure from – and a return to – preceding automotive control systems within the industry. This is because the earlier versions of electronic transmissions made use of a separate control module. This module was later integrated right into the Engine Control Module and is now known as the ‘Power Control Modules.’

But now, this high-speed CAN network permits an incredibly high rate of data sharing between these units. This occurs in order to reach a collaboration between transmission and engine functions.

Since the 4L80E automatic transmissions are – on certain occasions – used in conversion applications with the earlier non-PCM-controlled engines, GM as well as aftermarket control modules are necessary. And they are now used to control the operation or function of the transmission in these specific scenarios.

The Specifications

When you see the nomenclature of the 4L80E, it readily informs users that this is a longitudinally-mounted, 4-speed transmission designed for vehicles that weigh nothing less than 8000 lbs. The 4L80E has an RPO code – i.e. ‘MT1’ – manufactured domestically in GM’s Willow Run and Ypsilanti plants.

Here are the 4L80E ratios it features in each gear:

  • First: 2.48
  • Second: 1.48
  • Third: 1.00
  • Fourth: 075
  • Reverse 2.07

The maximum output torque of the 4L80E transmission is 885 ft. lbs. 

While the top engine input torque is 440 ft. lbs. Die-cast aluminum is the transmission’s case. And it was designed for vehicles that weigh up to 8,000 lbs. GVWR as well as with engines up to 440 ft. lbs. of torque.

However, the 4L85 was primarily designed for automobiles that weigh up to 16,500 lbs. GVWR as well as with engines up to 460 ft. lbs. of torque. This transmission has an incredible towing capacity as it was up-rated to 22,000 lbs.

The 4L80E series requires a shifter with a 7-position quadrant: P, R, N, OD, D, 2, 1. The torque converter on this automatic transmission is a fluid turbine drive, much like those found on its predecessors, e.g., the 700R4, 4L60, TH350C.

The 4L80E also comes with a lock-up pressure plate for direct, mechanically-coupled driving from the engine crank. It is 26¼ inches long and boasts a 310mm torque converter.

Applications of the Transmission

The 4L80E automatic transmission has several applications, such as:

  • Speed-sensing
  • Transfer case adaptability
  • Jeep conversions
  • Engine compatibility

Final Thoughts

By now, you already know that the 4L80E automatic transmission is intelligently designed to meet transmission challenges. This implemented automatic transmission from the legendary General Motors has an extraordinary record in conversion situations and will always leave you super-impressed.

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Transmission & Drivetrain

4L60E vs 4L80E Performance Transmission Differences

A comparison of the 4L60E vs 4L80E performance transmission shows that there are clear differences between both units. Although they may have similarities, such as being designed by General Motors Company and having a 4-speed automatic overdrive, these transmissions have unique features that set them apart.

Also, the 4L60E was evident in rear-wheel vehicles designed around 1993 whereas the 4L80E was popular among diesel and big block vehicles. The 4L80E is also the more powerful transmission of the duo. Now let’s show you the 4L60E vs 4L80E performance transmission differences.

Differences Between the 4L60E vs 4L80E Performance Transmission

The 4L60E vs 4L80E performance transmission differences are notable in their origin, appearance, size and weight, power, gear ratios, price, etc.. However, it may be worth noting that the 4 in either name represents four gears whereas the L stands for oriented longitudinally.

And the 80 in the 4L80E says the unit can support 8000 pounds of GVWR, whereas the 60 in 4L60E means the transmission can handle 6000 pounds of GVW. Over and above, the E in both names stands for a transmission that is electronically controlled. Now here’s a breakdown of the differences between both units:

Origin

The 4L60E and 4L80E have model numbers that are similar. However, these transmissions differ in the way they were manufactured. The 4L80E is an electronic overdrive successor to the Turbo 400, and the latter is a transmission that was used for drag racing and hot rodding applications.

On the other hand, the 4L60E is an electronic transmission that is a successor to the 700R4. And the 700R4 was the standard transmission used in Chevrolet and GMC vehicles starting from 1982.

Appearance

The 4L80E  can be told apart from the 4L60E by looking at their transmission fluid pan. This is because the 4L80E has a pan that is oval in shape whereas a rectangular pan is featured by the 4L60E.

Another disparity between both devices is the number of bolts used to secure the transmission to the engine. Here, there are more number of bolts on the 4L80E due to its larger size. Specifically, there is a gasket of 17 bolts on the 4L80E, while the 4L60E’s pan has 16 bolts.

Size and Weight

Another notable difference between both units lies in their size and weight. The 4L80E is larger and heavier than the 4L60E. Its more hefty build can be tied to its 236 lbs and a length of 26.4″. Alternatively, the 4L60E weighs 150 lbs (without fluid) and it has a length of 23.5″.

A comparison between the size and weight shows that the 4L80E is significantly larger and heavier. On the other hand, the amount of fluid these units will support is dependent on the torque converter that will be used with the transmission.

Power

It goes without saying that the 4L80E  is more powerful than the 4L60E. To that effect, cars that have powerful engines are often paired with this transmission. These are vehicles used in demanding applications such as towing or racing.

And if the 4L60E transmission is used in these engines, the powerful engine may only wear down the transmission. There are, however, occasions where a stock 4L60E transmission may be able to support the engine.

Price

Given that the 4L80E is the more powerful of the duo and is able to support more demanding applications, it’s pricier than the 4L60E. It’s more expensive price can be tied to its larger size and its use in engines with more horsepower.

And if you’re looking for a resilient transmission that can support heavy trucks and high-speed vehicles, then the 4L80E is the better choice. Opting for the 4L60E for an engine with high horsepower could result in its breakage.

Another factor that determines the more expensive price of the 4L80E is because it is not as common as the 4L60E. You’ll also find it easier to find parts and whole transmissions when it comes to the 4L60E compared to the 4L80E. Whichever is the case, parts for you 4L60E can be sourced online or from a junkyard.

Gear Ratios

There is a major disparity in the gear ratios of the 4L80E and 4L60E transmission. The gear ratios for the 4L80E  are:

      • 1: 2.482
      • 2: 1.482
      • 3: 1.00
      • 4: 0.750
      • R: 2.077

The gear ratios for the 4L60E are:

      • 1: 3.059
      • 2: 1.625
      • 3: 1.00
      • 4: 0.696
      • R: 2.294

Knowing these gear ratios informs you if it is ideal to swap one of these transmissions for the other. You’ll need to consider their first gear ratio and could support the gear ratio with a rear axle differential.

Max Torque

How long each transmission lasts also sets a difference between each. Their durability in terms of performance can be tied to their size given the large internal components that are within the transmission.

That being said, the maximum torque that can be handled by the 4L80E and 4L60E is 450nm and 350nm respectively. Nonetheless, these torque figures are not fixed and may vary slightly. Coupled with that, new transmission will tend to last longer compared to one that has been around 30 years.

Wiring Harness, Controller and Sensors

The electronics of the 4L80E and 4L60E also shows a major difference. In this case, there is a disparity in the transmissions’ wiring harness and the transmission control unit. These components are incompatible when interchanged in the other transmission.

Another difference is in the sensors given that there are 2-speed sensors on the 4L80E that differ from the speed sensor on the 4L60E. It’ll be useful to buy a harness and control unit when carrying out a swap of one transmission in the other.

The Bottom Line

The 4L60E vs 4L80E performance transmission differences are numerous. And these differences show that the 4L80E is the better transmission of the duo. However, it’ll cost you more to acquire this unit compared to the 4L60E and the latter is also easier to find.

At the end of the day, you need to settle for the 4L80E if your car is used in demanding applications that may tend to wear down the transmission. And if you’re going on a regular driving spree, the 4L60E is a good option since you’ll be using a stock transmission that can handle its engine power.

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Transmission & Drivetrain

GM 4L80-E Transmission Swap Tips and Tricks

GM 4L80-E transmission swap tips are needful for anyone looking to revamp the performance of their transmission. The same goes if your ride is used for off-road and racing applications. These tips are from car enthusiasts and lovers of vehicles that can handle the high load that will be thrown at it.

Therefore, you’ll be relying on the most important tips and tricks out there, instead of trying just about anything on your transmission. In the end, the level of performance you’ll get will be more than impressive. With that in mind, here are some of our tried-and-true tips and tricks for swapping GM 4L80-E transmissions that you can try today.
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GM 4L80-E Transmission Fluid Levels

If you’ve dedicated the time, money, and energy to your GM 4L80-E transmission swap, it is useful to ensure you have enough oil in it. How can you do that? It’s by using the correct dipstick measurement given that some of these units may not measure the right oil level.

Accordingly, if the measurement reads ‘full’, the dipstick has to be level with the pan rail. This is the case’s flat part where the pan bolts. Therefore, you can take this measurement with the dipstick mounted in the car. Here, you could get the transmission in and bolted to the cross member.

The next step is to drop the pan and assess the stick. Mark a new line on the stick if the right measurement was not gotten correctly. Now you’ll agree that this is an easier process that can save you from damaging your transmission in the long run.
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Automatic Transmission Accumulators

It’s possible to block the third or fourth accumulators using a wide range of options. An option is to purchase an accumulator delete plate that will offer high-level performance.

This plate is also not so pricey and it comes with the promise of excellent performance each time. Another option is to resort to the stock accumulator housing and block the feed holes. This blockage can be done with the help of a set screw such as a 5/16″-18 tap and set screw.

It’s worth pointing out that the bore that lacks the pin is for the third accumulator whereas the hole that comes with the pin is for the 4th. Coupled with that, the 2nd accumulator is the case and there’s no need to block it.
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GM 4L80-E Transmission Pressure Booster

The GM 4L80-E transmission pressure can be increased using a boost valve. In this case, if you’re getting less than 1khp to the tire, it’s useful to use a valve and sleeve while maintaining the stock pressure regulator spring. Contrastingly, you need to resort to the sonnax spring if the transmission is making over  1khp.
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Transmission Snap Ring Enhancement

There’s another enhancement you can carry out and that is the improvement of the intermediate clutch snap ring. Although there is a stock ring, the latter may be too weak to handle the performance required.

Accordingly, settle for a snap ring from a TorqueFlite 727. since it has a level of thickness that will impact positively on your ride. Also, if the clearance is overly tight with the .106, you can opt for a thickness option of .088.
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GM 4L80-E Transmission Valve Body Separator Plates

You could take the extra step to drill the plate separator since it can also up performance. Here, the 5/64″ (.078) is suited for lighter cars and even lower power units for 2nd gear. Also, the 3/32 (.093) is ideal for the heavy vehicles around 4k+ lbs.

The 3rd can be fixed in the 7/64 (.110), which is suited for most vehicles, When it comes high hp/heavy, you can resort to 1/8″ (.125) and the same can be said for the 4th. Needless to say, these numbers may vary from one car to the other.

On the other hand, it is worth pointing out that a bigger hole may result in firmer and faster shifts. And if the accumulators have been blocked, it’s ideal to settle for the smaller hole options since shifts will be faster and firmer due to the block on accumulators.

Once that is done, you should also consider replacing the electronics and harness. It’ll not cost an arm and a leg to get this replacement down and you can even replace the EPC solenoid. The latter is useful in controlling GM 4L80-E transmission pressure.
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GM 4L80-E TransGo HD2 Kit

The TransGo HD2 Kit may not be the most ideal part to resort to. This is because it dual feeds the direct clutch while also increasing the line pressure. Also, the direct clutch is useful in the reverse gear and the third gear.

Coupled with that, there are two chambers in the apply piston for this clutch. And in the reverse gear, both chambers are used and it’s able to get full apply force. But when it comes to the 3rd gear, only one chamber is used, which helps in reducing the apply area and the holding power.

That being the case, dual feeding the clutch will enable the chambers of the apply piston to also resort to the 3rd gear. On the other hand, if you plan on removing the center lip seal of the apply piston, it may be needful to remove the 2nd sealing ring on the center support.

You may also have to connect the case passage with a 3/8 cup plug in. Likewise, you could tap the center support and install a set screw. And while at it, ensure that the set screw is linked below flush to prevent the non-sealing against the case.
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The Bottom Line

Relying on the GM 4L80-E transmission swap tips and tricks above can help you create a transmission that will handle all the load posed at it. These tips can serve you anytime, whether you’re using a new or old transmission. The goal is to ensure you end up with a ride whose performance is impressive. Now if that’s what you’re out to get, try these tips.

Categories
Transmission & Drivetrain

Overview of the 4L80E Transmission

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.

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