hey guys
so I have a few options that I'm on the fence about and need a nudge in the right direction.
my daily driver is a 2006 ECSB 4x4 Silverado /w 4.8L and a 4L60E. about 100k miles. it has factory 4.10 gears and I've already added an airaid MIT, vette servo and a tru cool 40k.

recently I snagged a 2000 Silverado 2500 4x4 for $400 that was a write off. it also has about 100k miles. I'm planning to take the LQ4 from that and freshen that up to install into the daily but that engine will be another thread for another day.

what I'm on the fence about is... do I take the 4L80E from that truck as well, rebuild it (since its higher mileage) and go to the hassle of installing it in a daily driver truck? this truck isn't going to be boosted, drag racing or anything like that.

the 4l80e swap is a fairly involved job, nothing to complicated but the costs really add up between t case input shafts, crossmember, drive shaft shortening and then the cost of the trans rebuild + converter... could I not build a fairly decent 4l60e for less? will it hold a super mild LQ4 reliably for a long time?

 

Nobody has any thoughts?

 

I thought some guys were running a shorter yoke to avoid changing the DS. I could be wrong, though.

The 4L80E also will feel like a dog in first due to gearing.


If it was me I would try to run one of the trannys till it broke.

 

Id like to hear more about this.

 

Well since its the 99-00 lq4 if i just drop it straight in I'll have to get a torque converter for the 4l60e due to the longer crank and bolt pattern. ..then if the 4l60e craps out I'm out a converter as well.
If i do all the work and money for the 4l80e swap then i might be spending un needed money

Basically it comes down to
4L80E swap will probly be $3,000 total with rebuild
And could i not build a pretty tough 4l60 for less and not have the hassle of install and maintain the deeper 1st gear?

 

Leave the 4L60 until it has problems they aren't the ticking time bombs everyone makes them out to be. Sure they have their problems but driven sanely they will go the distance. I have a customer that has a 06 150" stretch H2 hummer on the stock 4L60 and 125K miles with routine fluid service. The drivers drive the pee whiney dog **** out of it also. It's probably the exception to the rule but it's proof they do last.

 

If you dont beat it a decently built 60 will hold just fine for a DD. I wouldnt sweat it. I do love the idea of an 80e in a DD for strength and reliability, but monetarily it just may not make sense.

 

Absolutely no point in the 4l80e for this application. There's are thousands of stock 6.0/4l60 trucks out there without issues.

 

if I just leave the 4l60 though I will have to get a different converter since its a 99-00 lq4 with the longer crank, and then if the 4l60 went out...I'm out a converter as well. so I would rebuild the 60e before I put the lq4 in

I can honestly count on one hand how many times Ive floored this truck haha, although with a 6L that number would increase but not drastically haha. I also don't really do a whole lot of truck stuff, maybe the odd 5,000lbs trailer once a year, couch in the bed or something once in a while

can I not build the 4l60e into a 4l65e? or is that a different case? I thought I read somewhere about 6 pinion planetaries, Kevlar bands and some upgraded frictions and steels?

 

When I build them I use beast sun gear shell, red alto kolene clutches, kevlar band put 5 pinon planetary in, OE GM seal kit, all new solenoids and wiring harness regardless of condition, GM torque converter sonnax servo and piston kit and I havent had any problems. I also use the transgo shift kits set up for mild shift and then do the TCC improvements to the valve body that come with the kit That will make a nice tranny for you

With that odd ball LQ4 you can use a standard SBC torque converter say for a LT1 97 camaro will get you a little more stall than a truck converter. You are going to have to buy 2 converters anyway when you upgrade to 4L80 because they are not interchangeable