Performance Transmissions and Parts

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Attention 4WD owners with Superchargers!

 _DSC2485.JPG (255643 bytes) #10A. Swap your 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. You can use the computer you have now on 1998 up models with the use of our #10X wiring harness. The transfer case you have now can be used as is and will be moved 1 3/4 to 3 1/2 inches to the rear. (WILL NOT FIT A 5 BOLT TRANSFER CASE) Cost $572.00

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60 to 80 Adapter Only
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60 to 80 Shaft Only
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Sonnax High Performance Yokes, OEM Yokes

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#10B. This is a 3/4 inch spacer needed on some late model transfer cases to make the #10A adapter fit (Will require some slight fitting on 2007 6L Hummer H2 for sure). Needed on Borg Warner transfer cases used on Hummer 2 and Cadillac Escalade. Cost $79.00

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#10X. Wiring harness to convert from a 4L60E transmission to a 4L80E transmission. 1998 up LS1 type only. Cost $225.00

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This harness takes a gray case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

 

 

 

 

 

 

 

 

 

 

 

 

 

#10XL. Wiring harness to convert from a 4L70E transmission to a 4L80E transmission (Some 2006 On, 4L70E type with input speed sensor only). Cost $225.00

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This harness takes a black case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

#LS1-700. Crankshaft spacer to install a 4L80E transmission on a LS1 type motor. Six longer flywheel bolts included. The LS1 flywheel is reused. The flywheel goes on first then the spacer. The torque converter bolt holes in your flywheel must be elongated to fit your non-LS1 torque converter bolt circle. On some late model Hummers as much as .160" may need to be machined off of the front side for proper converter pilot shaft fit. Cost $112.00

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#10C. Crossmember for the 4L60E to 4L80E transmission conversion, 2000 up Tahoe and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid or any other pan. Cost $350.00. On some trucks the crossmember will slide to the rear. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) This price includes a $130.00 core charge, return your old crossmember in good undamaged condition for a refund.

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There's an extra charge for new speedometer parts. You must tell us if you need speedometer gears.#10D. Crossmember for the 4L60E to 4L80E transmission conversion, 2007 up Tahoe (NEW BODY STYLE) and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid. This crossmember isn't the same as #10C. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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The three above crossmembers can be built for a two wheel drive transmission.

 

 

 

 

#10C-2WD. This crossmember was made for a 2WD 2003 5.3L half ton pickup 4L60E to 4L80E swap. This was a 500 horse power blower motor. The center section moves to the rear 6 1/4 inches. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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#10H2. Hummer II Crossmember for the 4L60E to 4L80E transmission conversion. Cost $310.00

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#10M. Extreme Duty Energy Suspension Polyurethane transmission mount for the 4L60E to 4L80E swap (4WD). Fits most GM full size 4WD. Cost $62.00

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#89. 4L80E dip stick with locking top. Cost $52.00

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_DSC2573.JPG (93703 bytes) #52-90. 4L80E Cast Aluminum Dust Cover for a LS1 motor only (*see note). For 4WD and 2WD. Held on to the transmission with four bolts. Don't buy this one unless you have a LS1 motor and a 4L80E with a 7 bolt bell housing bolt pattern. Cost $95.00

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* The early type non-LS1 4L80E dust cover is no longer made. If you have a 4L80E and a non-LS1 motor buy this dust cover plus the #52DC inspection plate below.

#52DC. 4L80E Dust Cover Inspection Plate. This is a custom made inspection plate for the LS1 type 4L80E dust cove above so it can be used with NON-LS1 type motors. Added 4-6-2011. Cost $49.00

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4L80E Dust Cover

4L60E to 4L80E Conversion Tuning

PATC has solutions for all of your transmission needs. When converting from a 4L60E to a 4L80E transmission it is necessary to perform a segment ID swap on the pcm for proper shift strategies. PATC can perform this swap for you using HP tuners software by email or with you shipping us your pcm. Please call Blake for pricing @ 1-888-201-2066. Fill in the shopping cart to the right and we will call you for details.

4L80E Custom Tuning

Why is tuning so important for my late model transmission?

With today’s technological advances transmissions are just as complicated as modern fuel injection engine management systems. These super computers can make adjustments to your transmission in just millionths of a second. The days of simply making a few mechanical adjustments and improving shift quality and feel are over with. We now must take into consideration shifting strategies within the pcm or tcm to compensate for the mechanical improvements we have provided within the transmission. Below you will see a good example:

  Above we have a stock table from a 4L60E transmission. This is the desired shift time table. If you noticed this table is based upon ft lbs. of torque. Look at the top row and go to 240 ft. lbs of torque, you will see that the computer is looking for a .450 second shift in that cell. This is ½ second shift from 1st - 2nd. If we were to simply install a servo and boost valve in this transmission, the computer would see that the transmission is shifting too quickly. The adaptive strategies of the transmission would then increase the voltage to the force motor, trying to achieve a softer, longer shift. This would be a complete opposite of what we are trying to achieve. In high horse power or heavy towing this long delayed shift would result in added wear to the components in the transmission. The longer the shift (smoother) the more slippage that must occur. Automobile manufactures are faced with 2 issues, a dual edged sword if you will. While they are always searching for improved ways to increase the life of the transmission, they must also consider the NVH factor. NVH stands for Noise Vibration Harshness.

  Next below you will find an example of another 4L60E table which involves Torque Management. This is a strategy to control the the amount of power the transmission sees in between shifts. Giving you longer, less desirable shifts. In our tuning we do delete some if not all of this according to your needs and the build you are getting.  While the most efficient would involve no slip, improve acceleration, and reduce transmission temperature. This would also cause a harsh and abrasive shift that the majority of consumers would find unrefined. Our tuning can provide you with the best of both worlds. When combined with our components we can provide the perfect set-up regardless of your needs.

4l60e.165219.jpg (59367 bytes)  4l60e.simple shift controller219.jpg (339982 bytes)  4l60e.connector.jpg (518384 bytes)  4l60e.connector end pcs controller19.jpg (431189 bytes)  4l60e.controller harness19.jpg (745685 bytes) 

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No computer needed. On the fly adjustability.

#4L80ESimpleShift. Don't have a laptop? Don't like computers? Want instant on the fly adjustability? Need an overdrive solution for that new LS conversion on your beast? Here you go, the Simple Shift transmission controller is your solution. This stand alone transmission controller is capable of operating your 4L80/85E electronically controlled transmission without the need for any complicated computer tuning. Shift speed, shift firmness, and converter lockup are all adjustable with just a simple twist of the dial on this controller. The settings offer 2 different logic settings both for part throttle and wide open throttle. When clicking on the thumbnails pictured left you will see this indicated as low / high which is relative to throttle angle. This controller comes complete with a factory grade wiring harness and all factory connecters. This is one of the easiest controller to install on the market today. The wiring harness you see pictured to left has all connectors clearly labeled for a hassle free installation. Using a separate TPS which stands for "Throttle Position Sensor", is not needed on this controller with any fuel injected vehicle. The wiring harness already has the leads for the TPS sensor that would currently be used on the vehicle. If this is going on a carbureted vehicle you would want to add the TCM-6000 TPS kit listed below. The Simple Shift is the perfect solution if you simply want to use an overdrive electronic transmission in your project car, but don't want to worry about the controller. Cost $625.00

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4l60e.tps20.jpg (34131 bytes) #TCM-6000. This is the add-on component for the simple shift transmission controller when using a carburetor. This remote mount TPS adapter kit allows for the easy installation of the of the Simple Shift transmission controller in non-electronic applications where no throttle position sensor is present. Comes with adjustable kick-down cable, TPS sensor, TPS mount, TPS to kick-down adapter, weatherpack connector, pre-crimped wires, extra terminals, extra seals and mounting bolts. $120.00

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GSM Push Button Shifter

4l60e.20 shifter module.jpg (63246 bytes) This push button shifter is a beautiful piece of art. This is ideal in instances where maybe you have an old school restoration with a bench seat and a 3-speed column shifter, and no room for a floor shifter on that new 4 speed transmission. The GSM Push Button Shifter is an electronically controlled shifter that offers precise, split-second shifting capability with the simple push of a button. It's slim touch pad control module and compact, sealed actuator give you virtually unlimited mounting options for tight spaces or grueling environments. The GSM replaces the shift lever for nearly any Automatic Transmission.

This New state of the art control module can be surface or flush mounted and is small enough to fit in consoles, dashes, door panels, or even armrest. Each button is recessed to avoid inadvertent touches and brightly backlit for darker environments. An easy to read display shows exactly what gear you are in. The standard control modules utilize a PRND configuration along with a "+" and "-" buttons for easy tap up/tap down feature. Custom Modules are also available. The compact actuator box can be mounted next to or near the transmission and connects to the transmission using a flexible shift cable further expanding the mounting envelope. Wiring is very simple requiring only power, ground brake input and vehicle speed to operate safely and precisely. 

6 Speed - Performance 4L80E Transmission - Level 2

6 Speed 4L80E Transmission, Torque Converter and PCS Controller Combo Kits

 

 

 

 

Dream no more . . . . .

For years, the 4L80E transmission has been the 4 speed  transmission of choice when you are either towing heavy loads, or beating up the roads with a high horsepower daily driven beast. The power handling capacity of the 4L80 is legendary, no disputing that. What could possibly make it better? Let's take a look at a couple of the specifications of the 4L80E. While being a workhorse of a unit, we commonly use this transmission in half ton truck conversions with superchargers or turbos when the 4L60E just can't handle the power. When converting to the 4L80E from a 4L60E, one of the first noticeable differences is the gear ratios. The 4L60E come with a 3.06 1st gear, 1.63 2nd gear, 1.00 3rd gear, and an overdrive of .70. The 4L80E, being nothing more than an overdrive Turbo 400, is carrying the same ratio as the 400 but with an overdrive. 1st gear is a 2.48, 2nd gear is 1.48, and of course 3rd is 1 to1, with 4th being .75. We will often change the planets out of the 4L80E to a 2.97 or 2.75 1st gear with a 2nd of 1.57 to make up for the loss of torque multiplication lost from the 4L60E in a big heavy truck. This of course is not needed once you reach a certain threshold of torque with the vehicle.

Room for Improvement . . . 

In our industry nothing can be left alone, we're always searching for a competitive edge or a way of improving upon an already great design. Are you ready? We did it again. Two things about the 4L80E we wished we could always improve is the ability to have engine braking and a tighter ratio set. These two combined really make the 4L80E sing. Engine braking is useful in both Towing (when engine braking coasting down a mountain or steep incline) and in road racing. With the tighter ratio set you have the ability to use an engine that has a narrow torque curve. Example 1 would be the conversion we have to go behind a 6BT Cummings. Adding a tighter gear ratio set allows us to keep the vehicle constantly in the fat part of the torque curve and boost. When upgrading the planet to a different gear ratio such as the 2.97 you suddenly can use a different rear gear (3.23 or 3.08) because you have a ton of torque multiplication in 1st. Look at the two examples below:

Gear Ratio 1st Rear Gear Ratio  Converter Torque Multiplication Math Total torque multiplier
2.48 3.73 2.0 (2.48 + 3.73) x 2.00 = 12.42
2.98 3.55 2.0 (2.97 + 3.55) x 2.00 = 13.04

If you look at the example above what you will see is that we have simply changed the gearing of the transmission in 1st gear on a stock 4L80E. When we increased the 1st gear ratio that allowed us to use a taller rear gear ratio achieving a better overall torque multiplication for taking off not only in 1st but the rest of the gears as well. The taller rear gear in the axle now gives us much better highway fuel economy being that we will now be turning less RPM's at highway speeds. So now you not only have better take off torque but better fuel economy as well.

The Recovery Blues

The elephant in the room when doing this conversion in changing to a taller 1st gear has always been the dreaded recovery from 1st to 2nd. Recovery is described as the entry RPM when changing from one gear to another. Lets observe a vehicle with this change and look at RPM using a 30 inch tire, 3.73 rear gear with aftermarket and stock planet sets. See example below:

gear Ratio (Stock) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire Gear Ratio (After Market) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire
1st 2.48 5,000   1st 2.98 5,000  
2nd 1.48 2,968 2,032 2nd 1.57 2,558 2,442
3rd 1.00 3,175 1,825 3rd 1.00 3,100 1,900

In the example above you will notice that there's a greater RPM drop with the aftermarket planet (2.98 first & 1.57 second) from 1st to 2nd and again 2nd to 3rd. This greater RPM drop would cause the engine to drop to a point in some cases where it's not at a desired RPM. For instance with a naturally aspirated engine with a camshaft cut on a tighter lobe separation angle you might not have a lot of port velocity there. So even though the gear ratio is numerically greater it could be potentially be slower due to the lug at the beginning of 2nd and 3rd. In a towing application you would want to be at a fatter part of the torque curve to keep the engine happy. So this conversion has always been somewhat of a double edged sword, with the exception being a positive displacement supercharger in conjunction with a large cubic inch engine that's making tons of torque everywhere. 

If it was only that simple . . . . 

So it seems the simple solution is to create a way to give you a lower 1st and 2nd gear but have less RPM drop between gears. Doing this would simply mean that you could have the best of both worlds. This however isn't as simple as it sounds. It was obvious that if you wanted to get more gears out of the 4 speed transmission you would have to find a way to overdrive the first two gears. This isn't easy when you a dealing with a valve body that is only designed to accommodate a certain volume and pressure, trying to add another circuit could cause all sorts of issues with fluid dynamics. We want even mention the electronic and logic control obstacles with trying to figure timing and shift control issues. Other companies doing this were trying to modify the existing valve body. Doing this proved to be complicated and unpredictable. We also have seen issues with fluid cross leaks, after all you're relying on somebody in China looking at used valve bodies and modifying them.

A Clean Slate.

Back to the ole drawing board. A saying that is as true in this case as any. It became pretty obvious that modifying the factory valve body to get six speeds is a loosing option. These valve bodies often are plagued with failures due to fact that the valve bodies are not performing their intended usage. When the opportunity came to start with a clean slate we knew it would work, as it was engineered to work. That is exactly what we have now, a brand new valve body, not a modified reman unit, that functions exactly it was intended. This new slate also allowed the opportunity to add the addition of engine braking knowing this would make a perfect marriage for the diesel market. This feature is also handy for wrapping heads sideways on a Sunday morning cruise in the big block, blipping every gear down as we pull up to the red light. So now we have a brand new valve body, designed for six speeds, designed for engine braking. 

A Perfect Marriage

So now we have the most reliable 4-speed platform General Motors has ever produced, with the addition of 2 extra gear and engine braking. We fell in love all over again. The transmission while proving to be responsive, finds itself putting the engine in the sweet spot shift after shift. What normally felt like a peaky car or a dyno queen suddenly finds itself lounging around in gobs of torque. This torque is what is the seat of the pants thrill we all seek. The TCM-2000 that is used with this is also available with paddle shifters, Shift indicator, and even and electronic push button shifter for a fabulous custom look. If you would like you also have the ability to not change the planets and leave the stock planet set in making it the a 5-speed. Let us look at a table again with the ratio's between 5 and 6 speed.

The PCS 6 speed valve body enables the 4L80E to operate as a 5-speed or 6 speed and provides electronically controlled engine braking. This process of engineering the 6-speed 4L80E began by carefully studying the fluid flow dynamics of the stock 4L80E. This engineering feat resulted a factory shift in every gear. When we evaluate the gear ratio steps using the stock planet and the new valve body it becomes apparent that the step from 4th to 5th of 1.11 may not be a large enough ratio change for most applications. However, using the valve body as a 5-speed (skipping the 1.11 ratio) creates more balanced gear steps and better drivability.

In situations where the gear ratio set can be changed, PATC offers a gear set that results in optimum gear ratio steps for most 6-speed applications. When we combine with the optimum gear ratio set , this new 6-speed transmission maintains the engine in its most efficient operating range, thus improving performance and fuel efficiency. The shift quality is also improved by reducing the engine RPM drop during the shift.

With the addition of the extra solenoid for engine braking, we can also enable mode switches such as tow haul, a greatly increase the performance and driving experience when used with the paddle shifters to downshift. This new valve body, not a remanufactured one, contains all new solenoids, plates, Gaskets, and internal harness.

4L80E_6_Speed.jpg (230282 bytes)  This Six Speed 4L80E transmission has automatic shifts and a heavy duty / performance lock-up torque converter (#L80-LU). Starting with one of the strongest transmissions on the planet we add a Transgo stage two shift kit, Red Eagle clutches, RedEagle PowerPacks for the forward, intermediate and direct clutches, Kolene steels, Red Eagle clutches for the overdrive and overrun clutch sets. It has a Carbon fiber band and the 16 element intermediate sprag is replaced with a 34 element sprag. Rated up to 1000 horse power depending on upgrades. Every Six Speed Bionic 80 transmission is tested in our transmission dyno and comes with a PATC shirt. No trade-in needed on this one for $6739.00. The Five Speed Bionic 80 transmission starts at $5680.00. Add $150.00 for LS1 type bell housing bolt pattern. Add $554.00 for lock-up torque converter rated at 1,000 horse power (#88). Comes with a deep cast aluminum pan, dipstick and PCS transmission controller with wiring. The 6 Speed Bionic 80 has a 2.98 first gear set and the 5 Speed Bionic 80 has a 2.48 to 1 gear set. Order the hardened input shaft if you have nitrous. For years now people have been replacing the weaker 4L60E transmission with the stronger 4L80E transmission, well the time has come for you to have an even better 6-speed 4L80E. This transmission and torque converter can be built for gas or diesel.

 

6 Speed Valve Body

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Billet Input Shaft

Wide Black Band

Fillet Hub

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Intermediate Clutch

Forward Clutch

Direct Clutch

Overdrive & Overrun Clutches

34 Element Sprag

6 Speed Transmission Controller

Transmission Controller Wiring

#80B Torque Converter

#88 Torque Converter

#80B3 Torque Converter

#MR88-3L Torque Converter

There's a special Combo Kit upgrade discount on the Billet Input Shaft, Billet Forward Hub and Billet Torque Converters Below

5-Speed Bionic 4L80E 6-Speed Bionic 4L80E
Transmission Type ?
97 Up LS1 Type Case ?
Tail Shaft Type ?
Up Grades ?
Stall Speed ?
Shirt Size ? - Free
Delivery Type ?
Dust Cover & Inspection Plate ?
Transmission Type ?
97 Up LS1 Type Case ?
Tail Shaft Type ?
Up Grades ?
Stall Speed ?
Shirt Size ? - Free
Delivery Type ?
Dust Cover & Inspection Plate ?
Throttle Position Sensor - Cost $125.00
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Paddle Shifter only - Cost $550.00

Paddle Shifter with Display - Cost $599.00

Push Button Shifter - Cost $1149.00

4L80E to 4L60E Transfer Case Adapter - Cost $572.00
Year 4L80E ?

Cable-X Speedometer Drive Motor and Cable - Cost $349.00

#55X Fan Cooler - Cost $189.00

You also need a water transmission cooler in the radiator.

Check out this special deal. Buy a 5 speed or 6 speed 4L80E Bionic 80 transmission and receive a 10% discount on any of the below upgrades. You must buy a 5 speed or 6 speed 4L80E Bionic 80 transmission and receive this discount.

1997 Up Billet Low / Reverse Servo. Cost $89.00
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1997 Up Billet Intermediate Shaft. Cost $404.00
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Billet Clutch Hub with Bearing. Bearing Upgrade Cost $43.00
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Larger 36 Element Intermediate Sprag with more Clutches. Cost $759.00
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It comes with a speed sensor for an electronic speedometer and can be equipped with a speedometer control unit to control a speedometer cable (#68 below). We now have a tail housing available for a gear driven speedometer cable, see below. An electronic control module comes with the 5 speed and 6 speed 4L80E transmission for putting an electronically controlled transmission into a street rod, truck, RV or any non-overdrive vehicle. The 1997 up 4L80E transmission can be used on the new Chevy 572 cubic inch motor, because both have 7 bell housing bolts. The freight runs from free to $190.00 after freight discount in most cases. The prices includes the core charge, but if you want to return your core for a core refund of $200.00 to $300.00 depending on year and model less freight, just let us know.

 

Dream no more . . . . .

For years, the 4L80E transmission has been the 4 speed  transmission of choice when you are either towing heavy loads, or beating up the roads with a high horsepower daily driven beast. The power handling capacity of the 4L80 is legendary, no disputing that. What could possibly make it better? Lets take a look at a couple of the specifications of the 4L80E. While being a workhorse of a unit, we commonly use this transmission in half ton truck conversions with superchargers or turbos when the 4L60E just can't handle the power. When converting to the 4L80E from a 4L60E, one of the first noticeable differences is the gear ratios. The 4L60E come with a 3.06 1st gear, 1.63 2nd gear, 1.00 3rd gear, and an overdrive of .70 to1. The 4L80E being nothing more than an overdrive Turbo 400, is carrying the same ratio as the 400 but with an overdrive. 1st gear is a 2.48, 2nd gear is 1.48, and of course 3rd is 1 to1, with 4th being .75 to 1. We will often change the planets out of the 4L80E to a 2.97 or 2.75 1st gear with a 2nd of 1.57 to make up for the loss of torque multiplication lost from the 4L60E in a big heavy truck. This of course is not needed once you reach a certain threshold of torque with the vehicle.

Room for Improvement . . . 

In our industry nothing can be left alone, we're always searching for a competitive edge or a way of improving upon an already great design. Are you ready? We did it again. Two things about the 4L80E we wished we could always improve is the ability to have engine braking and a tighter ratio gear set. These two combined really make the 4L80E sing. Engine braking is useful in both Towing (when engine braking coasting down a mountain or steep incline) and in road racing. With the tighter ratio set you have the ability to use an engine that has a narrow torque curve. Example 1 would be the conversion we have to go behind a 6BT Cummings. Adding a tighter gear ratio set allows us to keep the vehicle constantly in the fat part of the torque curve and boost. When upgrading the planet to a different gear ratio such as the 2.97 you suddenly can use a different rear gear (3.23 or 3.08) because you have a ton of torque multiplication in 1st. Look at the two examples below:

In the example above you will notice that there's a greater RPM drop with the aftermarket planet (2.98 first & 1.57 second) from 1st to 2nd and again 2nd to 3rd. This greater RPM drop would cause the engine to drop to a point in some cases where it's not at a desired RPM. For instance with a naturally aspirated engine with a camshaft cut on a tighter lobe separation angle you might not have a lot of port velocity there. So even though the gear ratio is numerically greater it could be potentially be slower due to the lug at the beginning of 2nd and 3rd. In a towing application you would want to be at a fatter part of the torque curve to keep the engine happy. So this conversion has always been somewhat of a double edged sword, with the exception being a positive displacement supercharger in conjunction with a large cubic inch engine that's making tons of torque everywhere. 

If it was only that simple . . . . 

So it seems the simple solution is to create a way to give you a lower 1st and 2nd gear but have less RPM drop between gears. Doing this would simply mean that you could have the best of both worlds. This however isn't as simple as it sounds. It was obvious that if you wanted to get more gears out of the 4 speed transmission you would have to find a way to overdrive the first two gears. This isn't easy when you a dealing with a valve body that is only designed to accommodate a certain volume and pressure, trying to add another circuit could cause all sorts of issues with fluid dynamics. We want even mention the electronic and logic control obstacles with trying to figure timing and shift control issues. Other companies doing this were trying to modify the existing valve body. Doing this proved to be complicated and unpredictable. We also have seen issues with fluid cross leaks, after all you're relying on somebody in China looking at used valve bodies and modifying them.

A Clean Slate.

Back to the ole drawing board. A saying that is as true in this case as any. It became pretty obvious that modifying the factory valve body to get six speeds is a loosing option. These valve bodies often are plagued with failures due to fact that the valve bodies are not performing their intended usage. When the opportunity came to start with a clean slate we knew it would work, as it was engineered to work. That is exactly what we have now, a brand new valve body, not a modified reman unit, that functions exactly as it was intended. This new slate also allowed the opportunity to add the addition of engine braking knowing this would make a perfect marriage for the diesel market. This feature is also handy for wrapping heads sideways on a Sunday morning cruise in the big block, blipping every gear down as we pull up to the red light. So now we have a brand new valve body, designed for six speeds, designed for engine braking. 

A Perfect Marriage

So now we have the most reliable 4-speed platform General Motors has ever produced, with the addition of 2 extra gear and engine braking. We fell in love all over again. The transmission while proving to be responsive, finds itself putting the engine in the sweet spot shift after shift. What normally felt like a peaky car or a dyno queen suddenly finds itself lounging around in gobs of torque. This torque is what is the seat of the pants thrill we all seek. The TCM-2000 that is used with this is also available with paddle shifters, shift indicator, and even and electronic push button shifter for a fabulous custom look. If you like you also have the ability not to change the planets and leave the stock planet set making it into a 5-speed. Let us look at the table again at the ratios between 5 and 6 speeds.

A Complete Solution

The PCS 6 speed valve body enables the 4L80E to operate as a 5-speed or 6-speed and provides electronically controlled engine braking. This process of engineering the 6-speed 4L80E began by carefully studying the fluid flow dynamics of the stock 4L80E. This engineering feat resulted in a factory shift in every gear. When we evaluate the gear ratio steps using the stock planet and the new valve body it becomes apparent that the step from 4th to 5th of 1.11 may not be a large enough ratio change for most applications. However, using the valve body as a 5-speed (skipping the 1.11 ratio) creates more balanced gear steps and better drivability.

In situations where the gear ratio set is changed, PATC offers a gear set that results in optimum gear ratio steps for most 6-speed applications. When we combine with the optimum gear ratio set , this new 6-speed transmission maintains the engine in its most efficient operating range, thus improving performance and fuel efficiency. The shift quality is also improved by reducing the engine RPM drop during the shift.

With the addition of the extra solenoid for engine braking, we can also enable mode switches such as tow haul, a greatly increase the performance and driving experience when used with the paddle shifters to downshift. This new valve body, not a remanufactured one, contains all new solenoids, plates, Gaskets, and internal harness.

Torque Multiplication Table

gear Ratio (Stock) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire Gear Ratio (After Market) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire
1st 2.48 5,000   1st 2.98 5,000  
2nd 1.48 2,968 2,032 2nd 1.57 2,558 2,442
3rd 1.00 3,175 1,825 3rd 1.00 3,100 1,900

RPM Drop Table

gear Ratio (Stock)

Rpm

rpm drop shifting @ 5,000 Rpm's with a 30 inch tire

Gear Ratio (After Market)

Rpm

rpm drop shifting @ 5,000 Rpm's with a 30 inch tire

1st 2.48

5,000

 

1st 2.98

5,000

 

2nd 1.48

2,968

2,032

2nd 1.57

2,558

2,442

3rd 1.00

3,175

1,825

3rd 1.00

3,100

1,900

#4L80E 6-Speed Conversion. This conversion kit will include everything you need to convert you 4-speed 4L80E into a 6-speed unit. This will come pre-tuned according to your specifications for the vehicle. We will need to know both tire size and rear gear ratio when ordering. This kit will include the new 2.97 planet set. This will set the gear ratio split to the six speed set-up seen above. We will also provide you with a new recalibrated valve body and special harness as well. We also can supply you with a new TPS sensor. We also supply a new Transmission controller with this set-up. The 2.97 gear ratio split will require you to disassemble the transmission and replace the planet gear set. If this is something you feel uncomfortable with then this can easily be omitted from the kit, when omitting the planet set this will change the transmission to a 5-speed. Engine braking comes standard on this but can be turned off at your request if needed. There are a host of other unique options you can add to this controller such as : Paddle Shifter, GSM Gear selector ect. We have these listed right below for you. Cost $2,077.00

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Throttle Position Sensor - Cost $125.00
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Paddle Shifter only - Cost $550.00

Paddle Shifter with Display - Cost $599.00

Push Button Shifter - Cost $1149.00

4L80E to 4L60E Transfer Case Adapter - Cost $572.00
Year 4L80E ?

Cable-X Speedometer Drive Motor and Cable - Cost $349.00

#55X Fan Cooler - Cost $189.00

You also need a water transmission cooler in the radiator.

 

#58. What is COMPUSHIFT?®
COMPUSHIFT is a revolutionary, state of the art product designed by HGM Electronics. Compushift a ECM (Electronic Control Module) will control the shift & converter clutch lock-up for the 4L80E, 4L60E and 4R70W. Compushift is fully programmable and user friendly. Putting an electronically controlled model transmission into a street rod, truck, RV or any non-overdrive vehicle was never so easy.

Comes with complete instructions in a comprehensive manual.

APPLICABLE TRANSMISSIONS
GM - 4L80E - 4L60E, Ford - 4R70W

There is a $100.00 discount on a Compushift with the purchase of a performance transmission and torque converter.

Cost $1136.00

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Attention C4 Corvette Owners

C4 Corvette 700R4 / 4L60E to 4L80E Conversion Kit

1984 to 1996 Corvette 4L80E Conversion Kit

Convert your C4 Corvette from a 700R4 / 4L60E to a much stronger 4L80E transmission. You get the Bionic 80 4L80E transmission (96 back) and the #80B lock-up billet torque converter rated at 800 horse power, 700R4 /4L60E to 4L80E conversion output shaft and tail housing, 4L80E cast aluminum dust cover, dipstick and tube, PATC T-shirt and the Compushift electronic control module. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. This conversion kit is rated at 800 horse power. Each and every performance 4L80E transmission is tested in our test truck. The freight will run from free to $75.00 after freight discount in most cases. (ADAPTER NO LONGER MADE) Option 1 Cost $5078.00

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    Add both the billet Vacumelt Input Shaft and the billet Hard Forward Clutch Hub to option 1 for a 1000 horse power rating. Option 2 Cost $5647.00

 _DSC3205.JPG (192292 bytes)  Replace the #80B full size billet torque converter with the #88 billet 10 inch lock-up torque converter for a faster hole shot. This option 3 conversion kit is rated at 1000 horse power also. Option 3 Cost $6053.00

Full manual shift 4L80E transmissions are also available rated at 1200 horse power. Add $150.00 to the conversion kits for a 1997 up 7 bolt bell housing.

Attention C4 Corvette Owners

 

 

 

 

 

 

 

 

 

 

#C480. 4L80E in C4 Corvette Adapter (1984 - 1996). Swap your 700R4 / 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. At this time we have an adapter kit for the C4 Corvette to replace your 700R4 / 4L60E transmission with the much stronger 4L80E transmission. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. All that needs to be changed on the 4L80E transmission is the tail housing and output shaft. The full manual shift model works without a computer. These should be ready to sell by April 23, 2007, but you can get on the waiting list now. You can order your transmission now. This tail housing is made of 6061T6 aircraft aluminum. (ADAPTER NO LONGER MADE) Price $599.00

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There may be other uses for this shaft. Replace any 700R4 / 4L60E transmission with a 4L80E of the same length. Coming soon 700R4 / 4L60E to TH400 and T-56 to 4L80E adapter kits.

 

 

 

 

 

 

 

Performance Automotive

and

Transmission Center

Toll Free Speedometer Gear Orders 1-888-877-1008

Toll Free Transmission and Parts Orders 1-888-201-2066

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4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC. 4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC. 4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC. 4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC. 4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC. 4L80 conversion on chevy silverado. Using our simple shift transmission controller will make you 4L80E conversion on you silverado truck much easier. See our PCS simple shift transmission controller on sales for the 4l80E. We sell billet input shafts for the 4l80e transmission. We also sell 4l60 to 4l80e conversion tuning. 4l80E  tuning is performed here at PATC to make your vehicle much faster than the factory. We also seel racing 4L80E transmission parts and components. Our 4L80e Racing converters are the most efficent 4L80E racing torque converters on the market today. PATC and the 4L80E transmission conversion is here for all of your 4L80E high performance transmission parts. We sell racing 4L80E transmission parts all over the world so call today and aske about billet 4L80E torque converters. We have been racing the 4L80E transmission for over 10 Years. Tuning the 4l80E transmission is easy with our PCS Simple Shift transmission controller. We are the leader in stand alone 4l60E and 4L80E transmission stand alone controllers. Do not buy your stand alone transmission controller from anywhere else but PATC.