Before you do anything talk to your tuner and see what they did with the transmission pressures etc... And let them know what you are planning and go with their recommendations.... If you are planning on a retune anyway, go ahead and do all of it and get it over with... Biggest thing is if they didnt mess with any of the pressures in the tune you should be fine depending on how much torque management they left in and if they had done anything with the trans adapts or not...

 

With any late model electrnically controlled Trans it is a good idea to have it tuned. From the factory they are designed to shift how you drive it. This is called shift adapts. But they can only increase or decrease pressure a certain amount. As they have adaptive learning. This means if you drive it hard it will shift firmer in the higher rpms. If you drive like grandma it will shift softer. The epc (electronic pressure control solenoid) is what controls pressures on the 4L60e. The epc has a very fine adjusment on the back of it. You can turn this in or out for an increase or decrease in over all pressure inside the transmission. But only so much until the factory programming will allow. When you get it tuned they can freeze these adapts so the computer doesn't try to adjust your shifts to your driving habbits and it relies on the epc pressure being boosted enough threw the solenoid being turned up to make firmer shifts. So in all reality you can turn your epc adjusment about 1/8-3/16 of a turn and make your own nicely firm shifting transmission

 

Any late model being any truck with a transmission like a 4l60e 4l80e 6lx0e?

 

Yes. All of them can be cleaned up if your tuner knows what they are doing. The 6l80 is a b***h to work with from what I understand from my tuner. I build Trans and understand how they work and my tuner is a tech guru so we share lots of info to make things work great

 

Learn something new everyday. Thank you

 

6L80's aren't that bad once you understand them. You can change times, line pressure and on-coming pressure presets to get the feel you want. The biggest problem is people trying to remove TM like it was a 4L60 or 4L80, TM is was keeps the 6L80's from slamming gears and keeps them alive.

 

Your probably very right about the TM, never really thought about that. I know we where having some issues with a 6l80 that had some injector tables scaled up. And it was a pain to get around but he got it all working good in the end

 

The 6l80s rely on alot of different inputs from the ecm to control shift characteristics, if the engine throws certain codes it will force the trans to full line pressures which will make the shifts erratic and rather firm.... And the torque management and adaptive shifts also make up for wear in the trans itself, trying to acheive a certain shift quality regardless of driving habits.. Gm had the brilliant idea of tm to help "save" transmission wear and extend the life, therefore trying to reduce the maintenance needed... But as we all now the sloppier the shift is the more it wears clutches!!

 

I don't have a corvette servo, but I have had the transmission tuned. It is a daily driver. For regular driving it is stock tune. Then we tuned the "tow/haul(a$$)" button for hard shifts. I can't image a transmission shifting any harder than mine shifts right now. It will chirp 2nd gear idling along and shifting at 1200 rpm (we actually backed it off a little bit afraid it would burn itself up).

 

When my 4L60e took a ****, I went to Probuilt Automatics and used their Stage 1.5Hd truck kit. I have been very happy with it, improves the transmission all around and firms up all the shifts.

I would also recommend going to an 11" torque convertor from a trailblazer.

Seal retainer
Late design seal
13-vane rotor with vanes, slide, rotor guide & pin assembly
Trans-Go steel rings & priming spring (under 5,500 rpm WOT)
New replacement stator support with extra wide bushings installed

"Clutches, Steels And Pressure Plates"
4 Borg-Warner reverse/input clutches .078
4 Reverse/input "low drag" Turbulator steels .078
1 Reverse waved steel (eliminates the belleville spring that tears up the inside of the drum)
5 Borg-Warner forward clutches .070
5 Forward steels .090
2 Borg-Warner overrun clutches .078
2 Overrun steels .091
5 Borg-Warner low/reverse clutches .087
5 Low/reverse "low drag" Turbulator steels .068

"Modified" Raybestos Z-Pak, 16 one sided clutch/steel setup for the 3-4 pack.
Comes with 16 one sided clutch/steel arrangement
1 3-4 bottom pressure plate .128
1 3-4 top pressure plate .145
1 3-4 snap ring .062

Borg Warner dual cage 29 element sprag.
GM "heat treated" sunshell
Borg-Warner low/reverse roller assembly (late design)
Trans-Go (Hi-Rev) replacement forward springs & 3-4 springs
Transtech paper & rubber (gasket) kit
Transmission filter (OEM) Sealed Power
Bushing kit with 3 teflon
Thrust washer kit
Sealing ring kit
HD Bearing kit
Borg-Warner Hi-Energy 2-4 band
Corvette servo
Trans-Go Heavy Duty Shift kit, with .500 boost valve & w/accumulation for nice part throttle shifts
Vamac 3 lip rear seal
New steel molded rubber pistons for overrun, forward & 3-4
New aluminum 4th & forward accumulator pistons
New aluminum "modified" 2nd accumulator piston for smoother part throttle shifts
New oem 4th accumulator pin
New 2nd & Forward "hardened" (RC52) accumulator pins
New TransGo PWM eliminator valve