No but Im goign to call Kurt at wheel2wheel tomorrow and see if he will let me pick his brain about it

I am still VERY interested in doing this and if it is at all possible I want to do it. I have the means to get the tailshaft adapter cnc'ed to get my t-case put on and get an output shaft made jsut need a yay or nay on the electronics side to make my finally decision.

The main reason I want it is for that first gear 4.02 with a 3400 stall and 4wd would be fun

Ill post up in this thread when I find out anything.

 

bump anyone else found out anything new I woke up too late to call Kurt and find out some info

 

Im hoping that the new camaro's get this tranny as well... that would be something serious.

 

Wont happen the trans is too heavy IMO for they will get the 70e most likely I think. If this is at all possible without spending a small fortune I am going to do it the gear ratios are just too tempting

 

it appears the 6l80e that will come in the vette is only 30 lbs heavier than a 4l60e, and the version in the cadillacs is only around 16 lbs heavier than the 4l60e. also turns out the heavier 6l80e in the vette is 30 lbs lighter than a 4l80e.

i read somewhere that external dimensions of the trans arent much bigger than the 4l60e even though they are obviously somewhat bigger than the 4l.

the gear selector is only a 5 position one, PRNDS not RND321 like the 4l60e so the gauge cluster thing may not be as much of a problem, no way of being sure...

i wonder what that info will mean for possible future tranplants...

 

for those still considering this swap, you may want to keep an eye on this thread:


http://forums.corvetteforum.com/show...post1553741540

 

Someone better figure it out soon Im going to have to do the 80 something swap soon since the 65e took a **** while beating an SS camaro tonight

 

All the clutch packs engaged at the same time hold only a portion of the torque because of gearing. That shares the load. Also, the easiest path for torque in low gear is the output shaft, but in overdrive the clutches have to hold more torque than what's coming out.
What I'm talking back a few pages ago is multiple-event shifts and the sharing of clutch packs (or band if we're talking 4L60-E).

A 4L60-E is really a 2-Speed transmission with overdrive. The Overdrive is used with first engaged to get "second." It's also used to get "fourth" by overdriving third (direct). Since the overdrive band is used in two gears separated by one where it isn't, the band must disengage on a 2-3 shift while the clutch pack engages. Getting those to events to happen in a manner that doesn't feel like slop doesn't leave much margin for error. If the 4L60-E were reconfigured to not share frictions it could only be a 3-speed because it only has two planetary gear sets.

Look at the TH400 for example. Two planetary gear sets, no shared frictions, no multiple-event shifting and it's the best transmission any automaker has ever made. The thing I like best about the 4L80-E is that inside it is exactly a TH400 from the forward drum back with an entirely separate overdrive added to the front. The 4L80-E has three planetary gear sets and every shifts is a single event is done with clutch packs and no bands. That is why shifts on these feel so consistent and strong even when load changes.

If the 6L80-E and the 4L80-E are both 3-planetary transmissions, why can't the 4L80-E have more gears? It CAN, actually. If the overdrive clutch pack and gear set were shared to overdrive first and second also, that would give you 6-forward gears. This would be at the expense of making the 2-3 shift feel sloppy because O/D would have to disengage as the intermediate pack engages. Same scenario with the 4-5 shift, O/D would have to disengage again while the direct clutch pack engages. Jet makes a valve body kit that actually makes your 4L80-E into a 6-speed. Unfortunately it overlooks a huge limitation in design. The O/D pack on the 4L80-E only has four clutch plates and they're narrow. This pack will not hold up to having it's service duty increased by three times.

That's where a 6-speed, 3-planetary transmission has to be designed from the ground up, not based on a 3 or 4-speed design. Since the 6L80-E pulls off six gears with only three planetaries, there has to be at least two dual-event shifts in the range to facilitate clutch sharing. Mathematically a 3-planetary transmission could give you 8 speeds, but then you'd have 2 dual-event AND 1 tripple-event shift in the sequence.

I will probably pick up a service manual at some point in the future for the 6L80-E just because I am curious how they choose to build it. For now I have no complaints about the combination of 4L80-E and Gear Vendors O/D I am running now. I use it like a 5-speed. Combined they have four planetary gear sets and every shift is only one clutch pack engagement.

 

I have spoken with the owner of ATSG. IF interested, get an ATSG member to call and fax the book (6l80e) to you. The book is not in print b/c of very little demand. Most anyone can buy the assembly from GM but the hardware is the not the problem.

 

Bump anything new? Guess Im just wishin some fix for the computer has been found.