05 Escalade EXT 2wd 4l80e
10-04-2017, 02:41 PM
#1
Staging Lane
Thread Starter
05 Escalade EXT 2wd 4l80e
Hey guys I have Cammed 05 EXT comes stock with the AWD 4l65e. Had the trans built to the T still crapped out after 2k miles. Never been on the track. Ive seen the horror stories about 4l65e so I'm not following the path of constantly rebuilding it so I'm going to the 4l80e (built) OK I contemplated on keeping the AWD system or just going 2wd........ Decided 2wd since it will be cheaper and I will gain 10%-15% HP due to the 20%-25% hp drive train loss in the awd. Plus now I can gas break 😀. But I was wondering for a 430whp 5800-6000lb truck which gear ratio should I get? It currently have 3.73. I've heard the 80e acceleration will be a little more weaker than the 65e?
Last edited by Cadillac Edd; 10-04-2017 at 02:48 PM.
10-04-2017, 04:42 PM
#2
my last 04 had was swapped lq4/4l80e 4.10 i hated it on the highway 80mph was like 2800/2900rpm i do a LOT of hwy driving and was just to much gear for me engine started seeping oil from ever seal seamed like after 15k miles (not leaking but you could see it seeping) and gas mileage sucked, but it ran pretty good on the low side top end felt weak after 80mph
this truck will be a 4l80e/3.73 combo
this truck will be a 4l80e/3.73 combo
10-04-2017, 06:45 PM
#3
Staging Lane
Thread Starter
my last 04 had was swapped lq4/4l80e 4.10 i hated it on the highway 80mph was like 2800/2900rpm i do a LOT of hwy driving and was just to much gear for me engine started seeping oil from ever seal seamed like after 15k miles (not leaking but you could see it seeping) and gas mileage sucked, but it ran pretty good on the low side top end felt weak after 80mph
this truck will be a 4l80e/3.73 combo
this truck will be a 4l80e/3.73 combo
10-05-2017, 07:50 AM
#5
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You are kidding your self if you think you are going to gain 25% of lost power by going to 2wd from AWD.
agree with stroker87, take into account that the 80e/85e trans has the lower 0.75 ratio. as its designed for heavier tow vehicles, the 60/65/70e with its 0.70:1 ratio.
I run a 28" tire with 4.10 and the 0.70:1 60e trans and if you do any high speed cruising, stay away from the 4.10's with any sort of lower profile tire.
The problem with the 4l80e/85e is that in order to get the dead stop1st gear acceleration, you have to use the lower 4.10/4.56 gears, but in order to get a decently cruisable rpm at freeway speed you have to run the higher 3.42-3.73 gearing.
Cruising at 60mph is different that cruising at 80mph
60mph requires 2300rpm with 4.56s and the 0,70:1 trans gear.
80mph requires 3100rpm with 4.56s and the 0.70 trans.
Just increasing cruise speeds made my cruise rpm uncomfortable.
Just going to the lower(than the 60e's-0.70:1) OD gear of 0.75:1
60mph with 4.56s/0.75:1 OD gear needs 2450rpm
80mph with 4.56s/0.75:1 OD gear needs 3300rpm
In order to get a good balance of crusie rpm and 1st gear acceleration, set your rear gear to an cruise rpm that you find comfortable at whatever rpm you tend to cruise at on the freeway as at cruise your Torque converter clutch will be locked up, then you can use your torque converter characteristics to "tune" your unlocked 1st gear/2nd gear/3rd gear acceleration characteristics.
Take not that all 4l80e/85e OEM stock calibration lock the TCC at WOT, while the 4l60e/65e/70e's only lock the TCC in 3rd gear at around 75-80mph.
This is why the newer 6l90E, 8l90e and 10 speed transmissions are in vogue. You can get killer 1st gear ratios like 4.02:1 and have super high 6th/8th/10th gear ratios for cruising.
IMO, if the 4l80e/85E- had the same ratios as the 200R4, it would be ideal as a performance trans, but alas its a thm-400 HD trans with an Overdrive gear.
THM-200R4 has a 2.74:1 1st gear, 1.57:1 2nd gear, 1:1 3rd and 4th-0.67:1.
My 57 Chev 2 door hardtop with the cast iron cased Powerglide with its 1.76:1 low and 1:1 high gear drives very well with its stock 3.36 rear gearing. It has the Super Turbo Fire 220hp Power Pack nets 18 mpg and it cruises at 2750-3000rpm at 70-75mph on the freeway. If you leave a light hard, it will squeak the rear tires which is decent for a stock car with a 5.82:1 1st gear ratio. The 220hp 283 makes 300 lb/ft torque at low rpm, having the 283hp/283 fuelie engine in the same car, it would accelerate like crap as they make no torque at lower rpm due to the Ramjet fuel injection having a tunnel ram intake, and larger cam, even though the Ramjet 283hp/283 shares the same exact cylinder heads as my 220hp 283.(the F/I Ramjet 283 did have different pistons to make 10.5:1 compression vs. my engines 9.5:1 compression. It should be noted that the 283 mech F/I engines was only available with the manual 3 speed trans with the lower rear gearing. Only in the Vettes could you get a 4 on the floor as an RPO, in the passenger cars the FI engine could only be had with the 3 on the tree 3 speed "close ratio" trans.
Available engines we:
265 cid Turbo Fire 2 bbl 8:1c/r 162hp@ 4400rpm/257lb/ft@ 2400rpm
283 cid Turbo-Fire 2 bbl 8.5:1c/r 185@4600rpm/275lb/ft@2400rpm
283cid Super Turbo Fire 4bbl 9.5:1c/r 2hp@400rpm/300l/ft@3000rpm
The next 4 engines are available and are referred to as "HighPerformance Corvette Engines"
283 2x4bbl 9.5:1c/r 245hp@5000rpm/300lb/ft@3800rpm
283 Rochester Ramjet Fuel Injection 9.5:1c/r 250hp@5000rpm/305lb/ft@3800rpm
The next 2 engines have the "special high performance" Duntov mechanical lifter "097" camshaft.
283 2x4bbl 9.5:1c/r 270hp@6000rpm/285lb/ft@4200rpm
283 Rochester Ramjet fuel injection 10.5:1 283hp@6200rpm/290lb/ft@4400rpm
My point with all this old school 283 blather is that it is important to match your engine with the correct transmission and rear gear. That 283hp Ramjet engine with a Powerglide in a stock combination would get wasted by a 220hp engine with the same transmission. Just because am engine outputs a lot of power, that power wont be translated into acceleration with a mismatched driveline.
One of the most overlooked parts of the driveline is the torque converter. A nice high performance TC can wake up a truck, even when completely stock otherwise, esp. the 99+ trucks with GEN 3 and GEN 4 SBCs, night and day difference.
peace
Hog
agree with stroker87, take into account that the 80e/85e trans has the lower 0.75 ratio. as its designed for heavier tow vehicles, the 60/65/70e with its 0.70:1 ratio.
I run a 28" tire with 4.10 and the 0.70:1 60e trans and if you do any high speed cruising, stay away from the 4.10's with any sort of lower profile tire.
The problem with the 4l80e/85e is that in order to get the dead stop1st gear acceleration, you have to use the lower 4.10/4.56 gears, but in order to get a decently cruisable rpm at freeway speed you have to run the higher 3.42-3.73 gearing.
Cruising at 60mph is different that cruising at 80mph
60mph requires 2300rpm with 4.56s and the 0,70:1 trans gear.
80mph requires 3100rpm with 4.56s and the 0.70 trans.
Just increasing cruise speeds made my cruise rpm uncomfortable.
Just going to the lower(than the 60e's-0.70:1) OD gear of 0.75:1
60mph with 4.56s/0.75:1 OD gear needs 2450rpm
80mph with 4.56s/0.75:1 OD gear needs 3300rpm
In order to get a good balance of crusie rpm and 1st gear acceleration, set your rear gear to an cruise rpm that you find comfortable at whatever rpm you tend to cruise at on the freeway as at cruise your Torque converter clutch will be locked up, then you can use your torque converter characteristics to "tune" your unlocked 1st gear/2nd gear/3rd gear acceleration characteristics.
Take not that all 4l80e/85e OEM stock calibration lock the TCC at WOT, while the 4l60e/65e/70e's only lock the TCC in 3rd gear at around 75-80mph.
This is why the newer 6l90E, 8l90e and 10 speed transmissions are in vogue. You can get killer 1st gear ratios like 4.02:1 and have super high 6th/8th/10th gear ratios for cruising.
IMO, if the 4l80e/85E- had the same ratios as the 200R4, it would be ideal as a performance trans, but alas its a thm-400 HD trans with an Overdrive gear.
THM-200R4 has a 2.74:1 1st gear, 1.57:1 2nd gear, 1:1 3rd and 4th-0.67:1.
My 57 Chev 2 door hardtop with the cast iron cased Powerglide with its 1.76:1 low and 1:1 high gear drives very well with its stock 3.36 rear gearing. It has the Super Turbo Fire 220hp Power Pack nets 18 mpg and it cruises at 2750-3000rpm at 70-75mph on the freeway. If you leave a light hard, it will squeak the rear tires which is decent for a stock car with a 5.82:1 1st gear ratio. The 220hp 283 makes 300 lb/ft torque at low rpm, having the 283hp/283 fuelie engine in the same car, it would accelerate like crap as they make no torque at lower rpm due to the Ramjet fuel injection having a tunnel ram intake, and larger cam, even though the Ramjet 283hp/283 shares the same exact cylinder heads as my 220hp 283.(the F/I Ramjet 283 did have different pistons to make 10.5:1 compression vs. my engines 9.5:1 compression. It should be noted that the 283 mech F/I engines was only available with the manual 3 speed trans with the lower rear gearing. Only in the Vettes could you get a 4 on the floor as an RPO, in the passenger cars the FI engine could only be had with the 3 on the tree 3 speed "close ratio" trans.
Available engines we:
265 cid Turbo Fire 2 bbl 8:1c/r 162hp@ 4400rpm/257lb/ft@ 2400rpm
283 cid Turbo-Fire 2 bbl 8.5:1c/r 185@4600rpm/275lb/ft@2400rpm
283cid Super Turbo Fire 4bbl 9.5:1c/r 2hp@400rpm/300l/ft@3000rpm
The next 4 engines are available and are referred to as "HighPerformance Corvette Engines"
283 2x4bbl 9.5:1c/r 245hp@5000rpm/300lb/ft@3800rpm
283 Rochester Ramjet Fuel Injection 9.5:1c/r 250hp@5000rpm/305lb/ft@3800rpm
The next 2 engines have the "special high performance" Duntov mechanical lifter "097" camshaft.
283 2x4bbl 9.5:1c/r 270hp@6000rpm/285lb/ft@4200rpm
283 Rochester Ramjet fuel injection 10.5:1 283hp@6200rpm/290lb/ft@4400rpm
My point with all this old school 283 blather is that it is important to match your engine with the correct transmission and rear gear. That 283hp Ramjet engine with a Powerglide in a stock combination would get wasted by a 220hp engine with the same transmission. Just because am engine outputs a lot of power, that power wont be translated into acceleration with a mismatched driveline.
One of the most overlooked parts of the driveline is the torque converter. A nice high performance TC can wake up a truck, even when completely stock otherwise, esp. the 99+ trucks with GEN 3 and GEN 4 SBCs, night and day difference.
peace
Hog
10-05-2017, 07:59 AM
#7
Staging Lane
Thread Starter
Trending Topics
10-05-2017, 08:00 AM
#8
Staging Lane
Thread Starter
You are kidding your self if you think you are going to gain 25% of lost power by going to 2wd from AWD.
agree with stroker87, take into account that the 80e/85e trans has the lower 0.75 ratio. as its designed for heavier tow vehicles, the 60/65/70e with its 0.70:1 ratio.
I run a 28" tire with 4.10 and the 0.70:1 60e trans and if you do any high speed cruising, stay away from the 4.10's with any sort of lower profile tire.
The problem with the 4l80e/85e is that in order to get the dead stop1st gear acceleration, you have to use the lower 4.10/4.56 gears, but in order to get a decently cruisable rpm at freeway speed you have to run the higher 3.42-3.73 gearing.
Cruising at 60mph is different that cruising at 80mph
60mph requires 2300rpm with 4.56s and the 0,70:1 trans gear.
80mph requires 3100rpm with 4.56s and the 0.70 trans.
Just increasing cruise speeds made my cruise rpm uncomfortable.
Just going to the lower(than the 60e's-0.70:1) OD gear of 0.75:1
60mph with 4.56s/0.75:1 OD gear needs 2450rpm
80mph with 4.56s/0.75:1 OD gear needs 3300rpm
In order to get a good balance of crusie rpm and 1st gear acceleration, set your rear gear to an cruise rpm that you find comfortable at whatever rpm you tend to cruise at on the freeway as at cruise your Torque converter clutch will be locked up, then you can use your torque converter characteristics to "tune" your unlocked 1st gear/2nd gear/3rd gear acceleration characteristics.
Take not that all 4l80e/85e OEM stock calibration lock the TCC at WOT, while the 4l60e/65e/70e's only lock the TCC in 3rd gear at around 75-80mph.
This is why the newer 6l90E, 8l90e and 10 speed transmissions are in vogue. You can get killer 1st gear ratios like 4.02:1 and have super high 6th/8th/10th gear ratios for cruising.
IMO, if the 4l80e/85E- had the same ratios as the 200R4, it would be ideal as a performance trans, but alas its a thm-400 HD trans with an Overdrive gear.
THM-200R4 has a 2.74:1 1st gear, 1.57:1 2nd gear, 1:1 3rd and 4th-0.67:1.
My 57 Chev 2 door hardtop with the cast iron cased Powerglide with its 1.76:1 low and 1:1 high gear drives very well with its stock 3.36 rear gearing. It has the Super Turbo Fire 220hp Power Pack nets 18 mpg and it cruises at 2750-3000rpm at 70-75mph on the freeway. If you leave a light hard, it will squeak the rear tires which is decent for a stock car with a 5.82:1 1st gear ratio. The 220hp 283 makes 300 lb/ft torque at low rpm, having the 283hp/283 fuelie engine in the same car, it would accelerate like crap as they make no torque at lower rpm due to the Ramjet fuel injection having a tunnel ram intake, and larger cam, even though the Ramjet 283hp/283 shares the same exact cylinder heads as my 220hp 283.(the F/I Ramjet 283 did have different pistons to make 10.5:1 compression vs. my engines 9.5:1 compression. It should be noted that the 283 mech F/I engines was only available with the manual 3 speed trans with the lower rear gearing. Only in the Vettes could you get a 4 on the floor as an RPO, in the passenger cars the FI engine could only be had with the 3 on the tree 3 speed "close ratio" trans.
Available engines we:
265 cid Turbo Fire 2 bbl 8:1c/r 162hp@ 4400rpm/257lb/ft@ 2400rpm
283 cid Turbo-Fire 2 bbl 8.5:1c/r 185@4600rpm/275lb/ft@2400rpm
283cid Super Turbo Fire 4bbl 9.5:1c/r 2hp@400rpm/300l/ft@3000rpm
The next 4 engines are available and are referred to as "HighPerformance Corvette Engines"
283 2x4bbl 9.5:1c/r 245hp@5000rpm/300lb/ft@3800rpm
283 Rochester Ramjet Fuel Injection 9.5:1c/r 250hp@5000rpm/305lb/ft@3800rpm
The next 2 engines have the "special high performance" Duntov mechanical lifter "097" camshaft.
283 2x4bbl 9.5:1c/r 270hp@6000rpm/285lb/ft@4200rpm
283 Rochester Ramjet fuel injection 10.5:1 283hp@6200rpm/290lb/ft@4400rpm
My point with all this old school 283 blather is that it is important to match your engine with the correct transmission and rear gear. That 283hp Ramjet engine with a Powerglide in a stock combination would get wasted by a 220hp engine with the same transmission. Just because am engine outputs a lot of power, that power wont be translated into acceleration with a mismatched driveline.
One of the most overlooked parts of the driveline is the torque converter. A nice high performance TC can wake up a truck, even when completely stock otherwise, esp. the 99+ trucks with GEN 3 and GEN 4 SBCs, night and day difference.
peace
Hog
agree with stroker87, take into account that the 80e/85e trans has the lower 0.75 ratio. as its designed for heavier tow vehicles, the 60/65/70e with its 0.70:1 ratio.
I run a 28" tire with 4.10 and the 0.70:1 60e trans and if you do any high speed cruising, stay away from the 4.10's with any sort of lower profile tire.
The problem with the 4l80e/85e is that in order to get the dead stop1st gear acceleration, you have to use the lower 4.10/4.56 gears, but in order to get a decently cruisable rpm at freeway speed you have to run the higher 3.42-3.73 gearing.
Cruising at 60mph is different that cruising at 80mph
60mph requires 2300rpm with 4.56s and the 0,70:1 trans gear.
80mph requires 3100rpm with 4.56s and the 0.70 trans.
Just increasing cruise speeds made my cruise rpm uncomfortable.
Just going to the lower(than the 60e's-0.70:1) OD gear of 0.75:1
60mph with 4.56s/0.75:1 OD gear needs 2450rpm
80mph with 4.56s/0.75:1 OD gear needs 3300rpm
In order to get a good balance of crusie rpm and 1st gear acceleration, set your rear gear to an cruise rpm that you find comfortable at whatever rpm you tend to cruise at on the freeway as at cruise your Torque converter clutch will be locked up, then you can use your torque converter characteristics to "tune" your unlocked 1st gear/2nd gear/3rd gear acceleration characteristics.
Take not that all 4l80e/85e OEM stock calibration lock the TCC at WOT, while the 4l60e/65e/70e's only lock the TCC in 3rd gear at around 75-80mph.
This is why the newer 6l90E, 8l90e and 10 speed transmissions are in vogue. You can get killer 1st gear ratios like 4.02:1 and have super high 6th/8th/10th gear ratios for cruising.
IMO, if the 4l80e/85E- had the same ratios as the 200R4, it would be ideal as a performance trans, but alas its a thm-400 HD trans with an Overdrive gear.
THM-200R4 has a 2.74:1 1st gear, 1.57:1 2nd gear, 1:1 3rd and 4th-0.67:1.
My 57 Chev 2 door hardtop with the cast iron cased Powerglide with its 1.76:1 low and 1:1 high gear drives very well with its stock 3.36 rear gearing. It has the Super Turbo Fire 220hp Power Pack nets 18 mpg and it cruises at 2750-3000rpm at 70-75mph on the freeway. If you leave a light hard, it will squeak the rear tires which is decent for a stock car with a 5.82:1 1st gear ratio. The 220hp 283 makes 300 lb/ft torque at low rpm, having the 283hp/283 fuelie engine in the same car, it would accelerate like crap as they make no torque at lower rpm due to the Ramjet fuel injection having a tunnel ram intake, and larger cam, even though the Ramjet 283hp/283 shares the same exact cylinder heads as my 220hp 283.(the F/I Ramjet 283 did have different pistons to make 10.5:1 compression vs. my engines 9.5:1 compression. It should be noted that the 283 mech F/I engines was only available with the manual 3 speed trans with the lower rear gearing. Only in the Vettes could you get a 4 on the floor as an RPO, in the passenger cars the FI engine could only be had with the 3 on the tree 3 speed "close ratio" trans.
Available engines we:
265 cid Turbo Fire 2 bbl 8:1c/r 162hp@ 4400rpm/257lb/ft@ 2400rpm
283 cid Turbo-Fire 2 bbl 8.5:1c/r 185@4600rpm/275lb/ft@2400rpm
283cid Super Turbo Fire 4bbl 9.5:1c/r 2hp@400rpm/300l/ft@3000rpm
The next 4 engines are available and are referred to as "HighPerformance Corvette Engines"
283 2x4bbl 9.5:1c/r 245hp@5000rpm/300lb/ft@3800rpm
283 Rochester Ramjet Fuel Injection 9.5:1c/r 250hp@5000rpm/305lb/ft@3800rpm
The next 2 engines have the "special high performance" Duntov mechanical lifter "097" camshaft.
283 2x4bbl 9.5:1c/r 270hp@6000rpm/285lb/ft@4200rpm
283 Rochester Ramjet fuel injection 10.5:1 283hp@6200rpm/290lb/ft@4400rpm
My point with all this old school 283 blather is that it is important to match your engine with the correct transmission and rear gear. That 283hp Ramjet engine with a Powerglide in a stock combination would get wasted by a 220hp engine with the same transmission. Just because am engine outputs a lot of power, that power wont be translated into acceleration with a mismatched driveline.
One of the most overlooked parts of the driveline is the torque converter. A nice high performance TC can wake up a truck, even when completely stock otherwise, esp. the 99+ trucks with GEN 3 and GEN 4 SBCs, night and day difference.
peace
Hog
10-05-2017, 08:05 AM
#9
Was the 300m input shaft used? If not, there is your problem.
The way to get a 60/65/70e trans to live is to use all the upgraded hard parts, not overly firm shift and a looser converter (looser than the 3200 you have).
The 1-2 shift doesn't need to be overly firm. If it's overly firm, to the point of being harsh, teeth jarring, that's when parts break.
The way to get a 60/65/70e trans to live is to use all the upgraded hard parts, not overly firm shift and a looser converter (looser than the 3200 you have).
The 1-2 shift doesn't need to be overly firm. If it's overly firm, to the point of being harsh, teeth jarring, that's when parts break.
10-05-2017, 08:11 AM
#10
Staging Lane
Thread Starter
Well I wasn't crazy about track times. I never been on the track..... Been itching to but never had the time. What I shouldve stated was I'm building up to be supercharged in the future. D1x procharger and meth. Thats why I'm pulling the gun on getting the 4l80 instead of rebuilding Then I'll be in the track business.