6L80/6L90 Bolt in kit
10-01-2010, 05:03 PM
#41
The steep gear of the 6l80e is great and for what power levels are being talked about its great, but IMO 600rwhp would be a wild ride with a 6l80e since even at right under 500 in my heavy *** truck the 60e would spin all 4 and it was ahrd to control and youre talking ALOT more mechanical leverage with the 6l80e.
10-01-2010, 08:33 PM
#42
Launching!
Thread Starter
So this is a bit of a dumb question, but despite the double overdrive gears in the 6L80E, are the gear ratios closer than on the 4L60 or 80E? I hate how my truck falls on it's face with every gear (I'm exaggerating a bit, but closer gears would make it faster). On the other hand, my ol' lady's IS250 Lexus has NO POWER but a trans with tight gears that actually maximizes the engine enough to make a slower car...adequate.
I guess what I'm asking is, will the 6L80E swap tighten up the ratios so there's not quite so large of a gap between gears? If so, count me in, I'll forgo the 4L80E swap for this since I don't see myself getting over the 500 WHP mark.
Also, any updates? My truck in question is a RCSB '03 Silverado with a Radix.
I guess what I'm asking is, will the 6L80E swap tighten up the ratios so there's not quite so large of a gap between gears? If so, count me in, I'll forgo the 4L80E swap for this since I don't see myself getting over the 500 WHP mark.
Also, any updates? My truck in question is a RCSB '03 Silverado with a Radix.
Maintained Torque from previous gear
4L70 -52.94% 61.73% 70.00%
4L80- 59.68% 67.57% 75.00%
6L80- 58.71% 64.83% 75.16% 73.91%
Last edited by TrueBlueGTO; 10-01-2010 at 08:44 PM.
10-03-2010, 10:12 AM
#44
[QUOTE=TrueBlueGTO;4551305]With the kind of power that you're putting out you would probably be better served with a 6L90...and possibly a built one!
Power is actually mid 500's now that I've dealt with some issues and pulley'd down a bit more. Can you explain why u suggest the 90? Whats it gonna cost to upgrade to the 6L90? You guys ready to do this yet?
Not saying I'm gonna run over, but Im paying attention. I learned the hard way that it never pays to be the first...$1700 for the tranny and conversion to 4L80 is crazy cheap...I spent closer to $2700 4yrs ago
Power is actually mid 500's now that I've dealt with some issues and pulley'd down a bit more. Can you explain why u suggest the 90? Whats it gonna cost to upgrade to the 6L90? You guys ready to do this yet?
Not saying I'm gonna run over, but Im paying attention. I learned the hard way that it never pays to be the first...$1700 for the tranny and conversion to 4L80 is crazy cheap...I spent closer to $2700 4yrs ago
10-04-2010, 02:35 PM
#45
Launching!
Thread Starter
The 6L90 has a 520 lb/ft torque capacity over the 6L80's 430 lb/ft. So a built one should have even more. Electronically speaking there is not difference in the two. The extra 35mm in length though will mean different tail end and drive shaft components. But again, you GMT800/900 guys can get those parts over the counter by just determining what your wheelbases are compared to factory 6L80/90 trucks.
And believe me...I know the hard way about being the first...I've got about $20k into the truck...making ALLL the mistakes so that my customers wouldn't.
And believe me...I know the hard way about being the first...I've got about $20k into the truck...making ALLL the mistakes so that my customers wouldn't.
10-15-2010, 02:23 PM
#49
Launching!
Thread Starter
Yeah...we finally got a replacement TCM put in...but we lost the original VIN Cal ID that was working before and my computer HD crashed since. Sooooo I've spent the last 72hr mining and categorizing various GM truck platforms and powertrains and I think we've determined the last hurdle. As of now we're stumbling around with various VIN's and finding out that some VINs Calibration ID's are very picky.
After a disconnected wire led to a NO gear engagement scare, at this point I'm happy to have Limp Mode back (Park, Reverse, Neutral, 3rd gear) and my instrument panel PRNDL finally working. I believe at this point the issue seems to be one main problem. We used an '08 TCM VIN Cal ID with an '07 ECM. I know GM made subtle, yet significant changes to there '08-'10 calibrations to tighten down on various aftermarket tuning. So, not knowing where these changes occurred during production runs and/or which vehicles were affected, I believe it would be best to go back to an '07 TCM VIN Cal ID...when programs were less fussy.
Additionally, I believe there may be some "pickiness" between AWD, RWD, and 4x4 Cal ID's. Either way I've sourced my pool of VINs Cal ID's and will be ready to go when they revisit it Wed/Thurs.
I was really hoping to make the GMHigh Tech race this weekend, but oh well!
After a disconnected wire led to a NO gear engagement scare, at this point I'm happy to have Limp Mode back (Park, Reverse, Neutral, 3rd gear) and my instrument panel PRNDL finally working. I believe at this point the issue seems to be one main problem. We used an '08 TCM VIN Cal ID with an '07 ECM. I know GM made subtle, yet significant changes to there '08-'10 calibrations to tighten down on various aftermarket tuning. So, not knowing where these changes occurred during production runs and/or which vehicles were affected, I believe it would be best to go back to an '07 TCM VIN Cal ID...when programs were less fussy.
Additionally, I believe there may be some "pickiness" between AWD, RWD, and 4x4 Cal ID's. Either way I've sourced my pool of VINs Cal ID's and will be ready to go when they revisit it Wed/Thurs.
I was really hoping to make the GMHigh Tech race this weekend, but oh well!
