The hardest things rebuilding them are the snap ring from hell, that requires a set of 24" long snap ring pliers, and just making sure you get the 1-2-3-4/3-5-r drum welded properly, havent cracked a piston and the retaining rings in the groove properly... I can restack a full 6l80 with new pistons etc in about 2.5-3 hours and the valve body disassembled cleaned up and back together in about 45 minutes... Majority of which is torquing the bolts... If you decide to go into it and have questions post here or pm me and i will do what i can to help you out...

 

Doesn't sound to bad in that case. I'll definitely get with you if I do because some know how goes a long ways and

 

He knows his stuff and helped me with the 4l80e build I did. Look into an ATSG guide too.

 

Me personally the 6l80-90's are easier the the 4LXX are as far as rebuilds and prep work. Chime in here for good tech tips and info.

RT

 

I had to fix a srta 4l60 yesterday and today.... I really prefer the 6lx0s at this point!!!

 

Well maybe when you're back up here if I can get ahold of all the sonnax valve body components we could knock it out quick since you've already been into one before

 

As far as the 1-2-3-4/3-5-R drum i am really surprised no one has come out with a better or upgraded version... I have seen them with less than 10,000 with burnt 3-5-r clutches and holes in the weld.... Couldnt it be made a bit more solidly, like the reverse input drum in the 4l60, which is basically what it reminds me of but made out of stamped steel and then quickly welded together? Just a thought, and im sure i am not the first to have had it...

 

Quick question for you guys. Do the slip yokes for the 6l80e's 2wd trucks have a weep hole on them?

 

No, not that i have seen anyway...

 

Ok so, kinda got a bit of an issue with my trans going on and figured id pass some of the information i have found along hopefully noone eske makes mistake i have... Basically, i have a trans out of an 06 vette, including valve body tcm etc, in process of rebuilding it somewhere along the line i ended up with a separator plate for a much newer valve body! Luckily, i kept the old one and had access to another separator plate that is the same part number as the one i ended up with and there is a major difference between them.... The original one has holes the newer ones dont and the newer one leaves passages open in two or three spots. Any way onto my problem... Right now i have reverse and after waiting long enough will engage a forward gear that ends up being 5th (according to my verus, gear ratio is 0.85:1 in forward, 3.02 i think it was in reverse) also throwing a p2714 and p2723... The separator plate i needed was 24246916, what i ended up with was 24272467! Also found out there are a couple different tcms as well and different upper and lower valve bodies....seems the tcm is dependant one the separator plate or vice versa..

06-07 upper valve body 24231442
Lower valve body 24250384
Separator plate 24246916
TCM 24238968 (which has changed to 24275871)

2008 to 2010(up to 11/01/2009)
upper valve body 24231442
Lower valve body 24250384
Separator plate 24245720
TCM 24241890(24275872)

Post 11/02/2009
Upper Valve body 24251431
Lower Valve Body 24240691
Separator plate 24261077 (24272467)
TCM 24258304(24275874)

The tcm filter screen plate kit is 24236934 until 1/16/14 then it changes to 24272468

These are all myc 6l80 out of either camaros or vettes and trucks and i compared silverados to denalis just to seem if there was any other tcms or whatever. I stopped looking them up at a 14 silverado and ss just see if there was any difference and starting to be redundant... The one thing i have noticed which contradicts other information i have found is the tcms were same for cars with paddle shifters or trucks with tu/td, its the os that apparently handles the shift requests vs the hardware...makes me wonder if there isnt a way to install a set of paddle shifters in a truck!!