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Topic Review (Newest First)
10-22-2004 07:40 PM
bugsdad See how you guys are? Beating on the new guy
I can feel the love.
They have a powerglide that mates up to a 4472 transfer case and has 4th gear?
Thanks for the PM, I really appreciate it.
10-22-2004 06:45 PM
Crosley I understand now. I thought you were interested in going fast reliabily

Originally posted by bugsdad
Airworld, I'm not tiffy at all, didn't mean for it to sound that way.
I need something that I can drive 300 to 500 miles on the highway and still be able to have some fun with it too.
A powerglide isn't gonna do it for what I'm looking for.
I hear you on the converter. Like I said, when I picked one up it felt like trying to move a whole 700 for some reason. It was huge. I won't be using a stock converter, that's for sure.
10-22-2004 02:18 PM
bugsdad Airworld, I'm not tiffy at all, didn't mean for it to sound that way.
I need something that I can drive 300 to 500 miles on the highway and still be able to have some fun with it too.
A powerglide isn't gonna do it for what I'm looking for.
I hear you on the converter. Like I said, when I picked one up it felt like trying to move a whole 700 for some reason. It was huge. I won't be using a stock converter, that's for sure.
10-22-2004 01:15 PM
Crosley in my opinion , you would be better off with a power glide to handle the power and they are lighter, less hp to operate. You could Run a transbrake and the S-10 will launch like very hard

We run glides with trans brakes in monster trucks with 2k horse power( their figures)
10-22-2004 12:27 PM

when you pick up a 4l80 converter the weight difference is quite a bit more than a 700, but don't get in a tiff about the s-10 jab.

never been an s-10 fan here....crosley is the performance tech I been doing tranny rebuilds a few days here since (78 )but 4l80 like the E4OD ford unit are both large tranny case... tight fit in some instance's.. Horse power can brake even good parts
10-22-2004 09:00 AM
bugsdad S-10
When you see one launch at 25 psi let me know what you think about the overkill then. The guys have found better tires, doing front end suspension travel limiters, and better shock kits. The better they are hooking up, the more the trannies are failing. I don't mean for that to sound snippy or anything. Please don't take it like that. They are just amazing to watch.
I've got one individual running over 800HP through a 700 is set up for him. He's dyno'd at a 10.2 for the quarter. I'm hoping for him to get some real world numbers soon. His is a good example of what these trucks can do. Even with the AWD he is having trouble getting it to hook up and spins almost 1/2 the time on the track when doing practice runs trying to set up his governor.

Right nowmine's just at about 330HP.
My goals are to build it to surpass 800HP but I want to be able to cruise with it to meets and play a little and not worry about getting a tow home. A different turbo, Air to Air intercooler, alcohol injection and a stand alone engine management are on the wish list. I just want my driveline to be able to hold up and not worry about busting it as the levels increase. I hope that makes sense.
Exceeding 800HP is being done pretty regularly now.

In the 700r Reaction shafts, input shafts, output shafts, flipped sprags, busted planetaries(including the 5 pinon) and burnt 3-4 clutches are problems on the turbo 4.3 engined trucks. And that is on stock 280HP 330 foot pounds of torque vehicles.
Some e4340 output shafts were produced to help there but none of the other parts (reaction shafts, rear planetary, or input drum) that was promised by the manufacturer ever made it unfortunately.

I'll be using a much lighter converter in the 4L80E. I'll have to contact you on that I picked up a stock converter at Dacco and it felt like I was picking up a 700r4. That is definitely out.
I've worked on a BUNCH of these trannies out of these trucks. I'm just ready to try something new.
Do you guys think the 2.75 1st gear ratio is worth the cost? (over $600 I've seen).

Oh...thanks for the info on the band settings or the lack thereof. Just makes it that much easier. Thanks so much.
10-21-2004 07:29 PM
Crosley We have not discussed the engine... the OE turbo V-6 will be used or ??

The converter is very heavy on a 4l80E unless you have a custom unit built. We've built several small 10 inch converters for the 4L80E. Billet converter front cover and stuff inside, very expensive

A friend of mine was an engineer on the 4L80E in the early days. They tried the tranny against the ZR-1 motor for the vettes. The heavy converter hurt the RPM acceleration of the engine too much I was told.

THe bands of the 4L80E... rear band is a copy of the T-400 , no adjustment to it.

The front band... if you are using the late wide band the matching longer servo pin must be used. No adjustment usually needed there
10-21-2004 07:14 PM

thats a bit overkill for an s-10 and one tight fit too
what converter would fit that flywheel have you put much thought about weight verse benefit logic here
4l80 is a great tranny without much mod's you can be over sold parts for this unit, but input shaft do brake often
10-21-2004 07:10 PM
bugsdad Thanks, Crosley.
I really appreciate the input. If I have problems, you care if I put up pics with the questions? I've looked through the manuals and it actually looks easier than the 700. I hope I don't end up eating those words....
10-21-2004 06:58 PM
Crosley Buy the TransGo HD-2 kit for the 4L80E.

Cryo'd parts is a good idea

The year of tranny you have is good.

The Sonnax reverse boost valve is a good addition.

Good quality Alto red fricrions work well with standard steel plates. I am not a fan of kolene steels.

A quality rebuild with the proper clearances and fresh bushings the tranny should work great.
10-21-2004 06:31 PM
bugsdad I didn't realize it was that confusing. Must've asked too many questions.
I'm just looking for some insight into building a good 4L80E.
There are many many good tips and tricks for doing the 700. Even come up with some myself.
Just wanted to know what guys have had success with in the 4L80E. Must not be too many guys building them or nobody likes me.
The vehicle is an AWD Typhoon. I've already got quite a bit of money tied up in adaptor plate, output shaft and transmission crossmember. Rear driveshaft shortened. I'll drive it up to Gilbert's driveline for a new front propshaft when it's done.
Torque converter and flexplate will be fun too.
Just trying to draw on the accumulated knowledge here.
Thanks again.

Thanks for the link but wasn't anything there. There was some discussion on which trans was better (700 vs 400 vs 350) but that was it.
What kind fo car is this engine from?
4L80E is a late model OD trans that shares some of the same components as the old TH400.
10-21-2004 04:09 PM
tm454 What are you talking about? What kind fo car is this engine from? If your looking for help on a drag car setup look here:


Rat Rods Rule!
10-20-2004 07:06 PM
First 4L80E build questions.

I building my first 4L80E and it will eventually see very high torque levels.
I have a couple questions to see what you guys think.
I've built many 700s but this is my first 4L80E.
It's a 2000 model.
Alto makes extra capacity clutches(thin) for everything but the overrun and OD. Anyone like them?
Are the Raybestos blues better?
Hughes Performance shows that they have "performance" clutches and kolenes for OD and overrun. Anyone know what they are?
I wish to have WOT enabled 3-4 shifts. I'm used to the 700 issues so I'm concerned about this with the 4L80E.
I want it to be able to hold up to cruising a couple hundred miles and get a few passes at the track every week and not have to worry about it.

Setting band clearances. Please don't beat me
The ATSG shows a special tool similar to the tool used in the 700/4L60 for setting servo pin travel.
You know how in the 4L60 you can just leave off all the seals, put in the lineup, put in the snap ring and push on the servo cover and get your travel?
Is the band on the 4L80E the same way? If so, what is the recommended travel?

I'm gonna be running a TCI controller.

I plan to cryo everything. It's not that expensive and I've seen first hand it's affects on 700r4 components.

I saw several posts where the Sonnax valve is recommended by mr Crosley to prevent damaging high pressures. I've seen the wide front bushing. Hardened forward hub. 34 element sprag. Transgo 1-2 kit. Is that right?
I've seen the 4340 input shaft.
What else can anyone offer for a decent buildup? The 700 has all kinds of neat tricks (like the really neat reverse drum mod for the torrington under the pump Crosley put up) but the 4L80E doesn't have much of anything available on the internet.

Like I said, I've done lots of 700s and if any special tools are needed or any advice on clutch selection or clearances, please let me know.

Pick anything above that anyone feels like helping with as I am ALWAYS willing to learn more.
I've done searches on the subject on this BB but the poster's questions would get lost in sidebars(sometimes angry rhetoric) and were seldom answered.

Anything anyone wants help with on 700s, I'm more than willing to help. I'm pretty good there. Just don't know jack about 4L80E's. Syclone477 (I think) got a really good thread going on the 700 one day. I was kinda looking for that here.
Thanks so much.

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