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#1
10-28-2015, 04:15 PM
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COMBO HELP > 6L80E paddle shift trans or ?
Building up an 84 T/A 462, ported 6x heads, CompCams 51-240-4 it has 244 dur & .500 lift 110LSA & 3.73 12 bolt.
I'm just starting the leg work on the trans. I want to install either the 6L80E or the Hemi 5 speed Auto. What do you guys think of the combo? Does anyone here have any opinions or experience with either of these trannies behind a Pontiac Engine? Thanks in advance!! |
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#2
10-28-2015, 06:32 PM
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I'm going to use a 4l80E, no experience with the new-new stuff......
i know TCI makes a 6speed based on the 4l80/4l85. |
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#3
10-28-2015, 06:50 PM
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Cost diff between a very well built 4L80-E and a TCI 6-X is significant. Also, you might find that you do not need as close a step between gear ratios as the 6-X provides with a long-stroke, big displacement motor that will have a very broad torque curve. Local guy has a 4L80-E behind an LS motor twistin a 3.73 rear end. Car is a monster anywhere on the tach and is reasonably calm on the freeway with a full lock-up in 4th (.75 O.D. gear). He actually thinks a 3.42 ring gear would be God's plenty gear reduction. If I were building an auto equipped car with a 462, I'd probably go with the 4L80-E and 3.42's with a nice snappy converter, knowing that I would enjoy full lock-up in 4th.
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#4
10-28-2015, 07:23 PM
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The TCI 6 speed is just an overworked/overtaxed 4L80E. Not a great approach and not a real six speed.
__________________
 ___________________________________ "Objects in mirror are closer than they appear" 
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#5
10-28-2015, 08:51 PM
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From the research I've done the 6L80E is much more expensive for little gain as has been already mentioned. The 4l80E is basically a T 400 with an extra OD gear. Until the last 20 years the T 400 was the go to transmission for most all Pontiac builds and now has an extra OD gear to bring your RPMs down and fuel mileage up.
Jake's has a commentary on his site about the 6L80E and how he believes the way they gain the 2 extra gears affects the longevity and torque capacity of the basic 4L80E. His recommendation is to stay with the 4L80E as the 2 extra gears are not worth the compromises overall. My 05 GTO has a 3.46 gear with the 4l65E which is a descendant of the 700 OD. Other than the deeper 1st gear the ratios are similar to the 4L80E. Anywhere around 3.50 is a good compromise rear gear. 55-60 MPH is around 2000 rpm. The only variant of the 4L80E I would recommend is the 4L85E which has a 5 planet gear as opposed to the 4L80E 4 planet gear. Just a little more torque capacity with more gears in the planetary. My next project will have a 4L80E with around 3.50 gear as it works very well in my GTO.
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Brad Yost 1973 T/A (SOLD) 2005 GTO 1984 Grand Prix 100% Pontiacs in my driveway!!! What's in your driveway? If you don't take some of the RACETRACK home with you, Ya got cheated    
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#6
10-28-2015, 11:25 PM
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Quote:
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#7
10-29-2015, 08:27 AM
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There's no engine braking with the 6L80E, and cost difference is considerable. May not think engine braking is a big deal, until you autocross or road circuit it.
Jake and CK both offer hard parts for upgrades, and the 4L80/85 is pretty indestructible. And the driving experience is way better than any of the non-E OD autos. Use a lockup. And don't cheap out on a converter. Some will argue the lockup thing, but you might as well get the full features and benefits if you're going through the trouble & expense. What body is this going in to? .
__________________
. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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#8
10-29-2015, 10:47 AM
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Thanks guys!!
1984 T/A Can the 4L80 or 85 be used with a paddle shift? Paddle shift and OD is my main objective. I'm open to any rear gear, but will be a 12 bolt. |
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#9
10-29-2015, 11:15 AM
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Yes on the paddle shifter on 80/85s, but honestly, once it's dialed in, you will leave it in drive for 99%+ of the time, they work that good. Just make sure whatever controller you use is compatible with the shifter you use.
Depending on your cam/stroke, you don't want to go too highway on the rear gear, it can lug and hunt. 331/342 is about as low as you want to go IMO. I did 373 and felt it was perfect in my previous setup. I'm dropping to a smaller cam and may consider 355s, but not sure yet, until I get to that point in the project... .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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#10
10-29-2015, 11:20 AM
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Paddle shift is partly for the cool factor, but I do like being able to shift if I want from the steering wheel!
thanks HWYSTR, and all that responded, very much!! Last edited by mrrat1; 10-29-2015 at 11:26 AM. |
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#11
10-29-2015, 05:59 PM
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Wanted to add that I'll be using a 71' 455 HO intake & carb.
What do you guys think about the cam & heads combo? |
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#12
10-30-2015, 04:37 PM
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Had a stroker LSX on our chassis dyno a few years ago. First with a 6L80E, and it was putting close to 520hp to the wheels. A short time later that tranny started acting up, and it was replaced with a 4L80 - gained right at 30rwhp with the 4L80.
TOTALLY agree with HWYSTR455's comments on using a lock-up, high quality torque converter (NOT from Circle-D!!!) and using a programmable "electronic" tranny over a non-E.
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'73 T/A (clone). Low budget stock headed 8.3:1 455, 222/242 116lsa .443/.435 cam. FAST Sportsman EFI, 315rwhp/385rwtq on 87 octane. 13.12 @103.2, 1.91 60'. '67 Firebird [sold], ; 11.27 @ 119.61, 7.167 @ 96.07, with UD 280/280 (108LSA/ 109 ICL)solid cam. [1.537, 7.233 @93.61, 11.46 @ 115.4 w/ old UD 288/296 108 hydraulic cam] Feb '05 HPP, home-ported "16" D-ports, dished pistons (pump gas only), 3.42 gears, 275/60 DR's, 750DP, T2, full exhaust |
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#13
10-30-2015, 07:13 PM
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Lee had Circle D swap a PG convertor to a TH 350 for me years ago. My little 400 I used to race you with laid down about 1/2 the fins and had only right at 400 FWHP. I know the truck guys like them but after that(as well as Trans King in Galveston) I'm picky about using the bigger name folks.
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Skip Fix 1978 Trans Am original owner 10.99 @ 124 pump gas 455 E heads, NO Bird ever! 1981 Black SE Trans Am stockish 6X 400ci, turbo 301 on a stand 1965 GTO 4 barrel 3 speed project 2004 GTO Pulse Red stock motor computer tune 13.43@103.4 1964 Impala SS 409/470ci 600 HP stroker project 1979 Camaro IAII Edelbrock head 500" 695 HP 10.33@132 3595lbs |
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#14
10-30-2015, 08:23 PM
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Quote:
__________________
'73 T/A (clone). Low budget stock headed 8.3:1 455, 222/242 116lsa .443/.435 cam. FAST Sportsman EFI, 315rwhp/385rwtq on 87 octane. 13.12 @103.2, 1.91 60'. '67 Firebird [sold], ; 11.27 @ 119.61, 7.167 @ 96.07, with UD 280/280 (108LSA/ 109 ICL)solid cam. [1.537, 7.233 @93.61, 11.46 @ 115.4 w/ old UD 288/296 108 hydraulic cam] Feb '05 HPP, home-ported "16" D-ports, dished pistons (pump gas only), 3.42 gears, 275/60 DR's, 750DP, T2, full exhaust |
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