6l80 manual valve body
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6l80 manual valve bodyAll rights reserved. It’s come a long, long way in its journey through GM’s history. It’s steadily evolved from the simple Oldsmobile Hydra-Matic introduced in the 1940’s (the first fully automatic transmission ever) to the simple yet effective style of the 2-speed Powerglide of the 1960’s, and finally into the smooth as silk, but tough as nails electronically controlled 4LXX and 6LXX units that GM enthusiasts enjoy today. They are generally strong, reliable, and upgradeable, all while giving you the benefit of low RPM during highway cruising thanks to the magic that is overdrive. These guys know the ins and outs of these transmissions, and they filled us in on the strengths and weaknesses of each design, and how they can be modified into bullet proof units that can handle anything you can throw at them. Pete Nichols from Hughes Performance offered us this advice on where to find each type of transmission. “The 4L60E began production in 1993, and the later 4L65E and 4L70E are members of the same transmission family as the 4L60E. 4L60E-based transmissions were installed by GM in 4th gen F-bodies, C4 and later Corvettes, and full size passenger cars such as the Caprice. They are also found in fullsize two and four wheel drive trucks, SUV’s, vans, and even light duty trucks and SUV’s such as the S-10 and Blazer.” If there is a “6” like the new “6L80E”, then it is a six-speed automatic. The higher this number is (65, 70, 80) the more torque it can handle. If there is no “E” at the end, like the “4L60” then it is controlled by a good old TV cable. These transmissions were only installed by GM in heavy duty, full-size two and four wheel drive trucks, SUV’s, and vans. And more recently, the 6L80 and 6L90 transmissions have become available in 2010-later Camaros, 2006-later Corvettes, 2008-later Pontiac G8’s, select 2006-later Cadillac models, 2007-later full size trucks and SUV’s, and select 2006-later Australian Holden models.http://p-jtech.com/userData/board/david-brown-repair-manuals.xml
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” The early 4L60’s were pretty much a rebadged 700-R4, and carried over all of its weaknesses. However they did get progressively better, along with newer and stronger models that came after them. But it is hard to beat the 4L80E. It doesn’t really have any inherited weaknesses since it’s based on the legendary TH-400.” The 4L85E featured a higher torque capacity rating than the 4L80E, but for all practical purposes the entire 4L80E transmission family is on a fairly level playing field when it comes to strength.” Here we see what goes into TCI’s 4LXX based transmissions. But really, any inherent benefits or design improvements within this transmission family are negligible.Patrick Walczak, a Master Builder from Gearstar had this to say on the inherent weak spots in the GM Auto Overdrives: “All of these transmissions have great potential to be upgraded to handle twice the horsepower and torque they were originally designed for from GM. But their weak spots get uncovered when extra power modifications are added to the vehicle; like turbos and superchargers. The weak links in these transmissions are usually the clutch packs, namely the 1 to 2 power-up-shift, and the 2 to 3 power-up-shift. Those are the problems you’ll see up to about the point when you’ve added about 50 to the engine’s output. If you’re making more power than that, then there are select hard parts, like shafts, drums, and the amount of splines in the clutch hubs that all need to be upgraded.” Also, the 4L60 and 4L60E utilize 3 pinion front and rear planetary gears that are really pretty weak. And when you get down to it, the clutch capacity in all of these transmissions can be increased to make them all stronger better able to handle more horsepower.http://www.poker.pt/images/users/david-brown-shop-manual.xml” He says, “The top 5 upgrades in the 4L60E family would be a 2-4 servo upgrade in the form of a Corvette servo or aftermarket billet servo, valve body reprogramming and modifications, an upgraded 3-4 clutch pack, a sleeved and reinforced input drum, an upgraded sun shell, and improved friction materials in general.” In this picture, Walczak is torquing the bolts on the pump housing at the front of the transmission. Improved friction materials and valve body reprogramming and modifications are always a smart move, though. For high horsepower and racing use the top 5 upgrades would be a billet input shaft, a billet forward clutch hub, a billet intermediate shaft, a modified direct drum with custom 36-element intermediate sprag and races, and a transbrake valve body. These upgrades, along with the right friction materials and proper assembly techniques can easily get you 1,500 flywheel horsepower compatibility,” Nichols explained. But the best performance upgrade you can install in any of these transmissions is custom high performance torque converter. A properly designed and matched torque converter for a given combination is absolutely critical to maximize the performance potential and drivability of the vehicle.” Going electronic is a more costly endeavor and requires more install time and consideration for where you will place the ECM and wiring harness. But the advantage is programmable shift points and a better shift feel. The non-electrical unit uses a throttle valve (T.V.) cable to the carb or throttle linkage to know when to shift.” It has a an improved performance valve body that gives it a nice firm shift, but not too harsh, which is perfect for street rods.” It can be shifted manually or run as a fully automatic, and has our Constant Pressure Valve Body that keeps the clutches from slipping under the types of load a 600 horsepower car can produce.” The 4L80E has a relatively close gear ratio spread that makes it more suitable for high horsepower; 2.48 1st, 1.48 2nd, 1:1 3rd, and a 0.75 overdrive in 4th. The 4L60 has a 3.06 1st, 1.62 2nd, 1:1 3rd, and a 0.75 overdrive 4th gear. Engines that are going to rev higher in heavier vehicles should also compliment it with 4.11 or 3.90 rear gear ratios.” We build the Super Streetfighter to handle over 1,000 horsepower, so it would be just fine behind an 800 horsepower engine.” You’ll be glad to know that the 4LXX transmissions make a simple and generally economical way to add an overdrive trans to your old school ride, and will help you tame those steep 4:11’s you’re running around the streets with. Here’s what our expert panel had to say: A retro-fit is best complimented with a 4L65 or 4L70 LS tailored transmission, which is what they originally were mated to. The 4L85E is also an option, but it’s really more transmission that most street cars will ever need.” The 4L80E is quite a bit larger towards the rear of the transmission and will have some problems fitting the transmission tunnel in some early GM models such as the ’62-’67 Chevy II, but generally fits the mid-size and full-size early GM passenger car platforms without much issue.” This is another place where our 6X Transmission would be a perfect fit, but an LS swap could be done with a 4L60, 4L60E or 4L80E with our EZ-TCU for the electronically controlled units. Also, our conversion LS style flexplates allow you to use any variant of these transmissions behind an LS application.” It’s becoming clear that making big power in these cars is about as easy as falling out of a tree, especially thanks to all of the bolt-on forced induction options out there. So we asked our panel of experts what would be involved in retro-fitting a 5th Gen with a 4L80E for serious drag strip duty. It would be a good idea to retrofit a 4L70E or a 4L80 in applications with about 600 horsepower or more. These units have evolved with technology over time and have just gotten better and better.https://pizzeria-mammamia.com/images/6fc5247-0aa00-0aa3-manual.pdf I’m sure that the 6L80E family of 6-speed autos will come of age, but for now they are still in their infancy and haven’t really proven to be a reliable way to transfer a lot of horsepower.”. You would also need to modify the driveshaft for length and yoke type. Luckily the aftermarket already offers custom crossmembers for this type of application.” TCI, Hughes, and Gearstar all have great options for retrofitting your 5th Gen from a 6L80E to a stronger 4L80E based design for serious dragracing use. Hughes: “Swapping a 4L80E into a 5th gen Camaro is an ideal scenario for anybody wanting a bulletproof overdrive transmission for full race duty in one of these cars. But, crossmember and driveshaft modifications would be necessary. Also, an aftermarket shifter would need to be installed in the vehicle, as well as an aftermarket electronic transmission controller. If an aftermarket engine ECM such as Big Stuff 3 was being used then that ECM could also be used to control the 4L80E transmission in place of a stand-alone transmission controller.” This valve body requires manual upshifting and downshifting. We also have transbrake options in both full manual and automatic shift configurations for the 4L80E. The transbrake option definitely gives the 4L80E a competitive edge in a full race application over any other GM overdrive transmission.It is based off of the GM 4L80E so it fits pretty well. The 6X will handle up to 850 HP, and it will allow them to drive it practically cross country due to the gearing and converter lock up. It is the only 6-speed automatic on the market that will handle that kind of horsepower, and it is fully tunable with our EZ-TCU.” As stock units, they are great for mildly modified cars, and they can even be modified to take a beating from 1,000 plus horsepower engines. Check out Hughes Performance, TCI Transmissions, and Gearstar for more info on how to pick the right automatic transmission for your car. He considers himself a student of automotive science and technology, and particularly loves all things LSX. And, although he has an appreciation for everything, from imports to exotics, his true passion will always be for GM musclecars. We offer numerous services to assist you in getting the best performance from you vehicle. GM transmissions are our specialty but we can assist you with the finest performance transmissions available no matter what make or type of use. Mesa, Arizona 85207. We offer numerous services to assist you in getting the best performance from you vehicle. GM transmissions are our specialty but we can assist you with the finest performance transmissions available no matter what make or type of use. Mesa, Arizona 85207. Under these circumstances, it is common that the manual valve has broken into two pieces forcing the car into the Neutral position. Sonnax standard-sized manual valve assembly 104740-24K addresses this problem with additional improvements. See all Sonnax valve body layouts. All previous GM automatic transmissions were virtually all based on hydraulic controls, and received increasing electrical elements as they modernized. The 6L80 was, from the ground up, developed as an electric over hydraulic transmission with microprocessor control. Development GM was still using their trustworthy 4L80E transmissions for heavier duty use, which was essentially a 1960's technology TH400 with added 1990's overdrive and electronic controls. The 6L80 was approved for use in these vehicles weighing up to 8600 lbs.Specifications Newer to the transmission world is its use of direct clutch-to-clutch shifting and the total lack of bands. Because of this, the 6L80 - despite having two or three more gears than its predecessors, is unexpectedly short in length. The transmission lacks a direct-drive, but features two overdrive gears. The gearing spread is a very capable 6.04, with ratios in each gear as follows: As with earlier Hydramatics, the 6L80 will accept either the 258mm or 300mm torque converters. The 6L90 Engine torque rating increases minimally, but the output torque rating of the transmission jumps up by nearly 220 ft. lbs. to 885 ft. lbs., with a respectable GVW of 15,000 lbs.However some 2wd vans and HD truck versions had a 36 spline. Be aware of your output shaft version before proceeding with any adaptation. Technology. The transmission is automatically shifted featuring performance algorithms to minimize upshifts during closed throttle driving to prevent unnecessary shifting. This is both a return to and a departure from previous automotive control systems in the industry in that earlier electronic transmissions used a separate control module, later to be integrated into the Engine Control Modules which were thus termed Powertrain Control Modules. Now, the high-speed CAN network allows a high rate of data sharing between the units to achieve a collaboration between both engine and transmission functions. The TCM is actually even programmed to adjust its operation for transmission clutch wear. The transmission can also signal the engine to drop power during a shift if there's a possibility of clutch damage. Shift stabilization is achieved through these and similar strategies.In a similar vein, GM Gen. IV engines do not always take kindly to other transmissions such as manuals (essentially no longer available from GM), and most automatics that predate the 6L80. Special engine computer programming strategies may be required. Jeep Conversions However, it is a long transmission and is not compatible with short-wheelbase Jeeps such as the CJ5. Transfer Case Adaptability Both 2wd and 4wd versions of the 6L80 can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly. The HydraMatic can be adapted to the popular Jeep transfer cases, including the: What is most welcome about it is that it is a very durable, functional and impressive transmission assembly and appears to have a terrific prospect with GM and the aftermarket community. We apologize for this inconvenience and encourage you to visit www.motortrend.com for the latest on new cars, car reviews and news, concept cars and auto show coverage, awards and much more. MOTORTREND.COM With the introduction of the 6L80E in the '06 Corvette, the gear tally is all tied up at six for both manual- and automatic-equipped GM performance machines alike. That means automatics can now run just as quickly as their clutched stablemates down the dragstrip in stock trim, and outright destroy them once a higher-stall torque converter is thrown into the mix. However, as with any piece of hardware that's brand new from the ground up, hot rodders were destined to blow them to bits with prodigious doses of LS horsepower before the aftermarket had a chance to catch up with stronger internals. Fortunately, thanks to companies like Circle D Transmission, the wait for near-bulletproof 6L80E automatics is over. Circle D has been beefing up GM's new six-speed since they first hit the streets, and we recently visited its shop to find out what it takes to prep a 6L80E for battle. Compared to the 4L60E GM bolted into C5 Corvettes and fourth-gen F-bodies, the 6L80E is one brute of a transmission. Consequently, the 6L80E is essentially the replacement for the venerable, TH400-based 4L80E rather than a successor to the 700R4-based 4L60E. Not surprisingly, GM's new six-speed is reserved for only the most demanding applications such as fifth-gen Camaros, C6 Corvettes, and heavy-duty trucks and SUVs. With a ridiculously low 4.03:1 First gear, it's a stump puller.They feature custom nitrided steels to prevent warping, and more durable clutch linings that are more resistant to heat.By eliminating the bands, GM reduced the number of torque-handling components inside the transmission while also improving shift quality. The downside is that the timing of clutch engagement and disengagement, as well as clearances, must be very precise in order to prevent internal damage. It houses all the pressure control solenoids, shift solenoids, and the transmission control module in one sealed unit. There are tons of electronic adjustments that can be made to alter clutch pressures and apply times for durability. The factory tune is good until you start putting more power through the trans. Once that happens, the clutches start slipping on initial apply, which messes up the timing. As we strengthen one component we find the next weak link.Rear horsepower marks in at 548 horsepower. A frameless mirror, and a MyLink system. Check out the install here! Check out the upgrades from RDP Motorsport. It features clutch-to-clutch shifting. The TCM commands shift solenoids and variable bleed solenoids (located on the valve body) to control shift timing and feel. The TCM also controls apply and release of the torque converter clutch, which provides maximum fuel efficiency without sacrificing performance. The TCM receives signals from throughout the vehicle. From those signals, the TCM controls the operation of the shift solenoids and variable bleed solenoids to provide the best possible shift timing and feel. Remember to correct all existing codes in other modules before attempting to diagnose a transmission problem. The pump assembly consists of the pump cover, the rotor and vanes, a slide, and the torque converter housing. The pump cover also includes a pressure relief valve and spring to prevent over-pressurizing the hydraulic system. The PCS applies pressure to the isolator valve, which, in turn, forces the pressure regulator valve to increase line or boost pressure in response to vehicle load (figure 2). The technician working on the vehicle said he rebuilt the transmission about a month ago; it came back within a couple of weeks with the fluid burnt. The technician disconnected the transmission electrical connector to try to force maximum line rise; it wouldn’t rise above 70 PSI, indicating an internal problem. With the transmission on the bench, he removed the valve body assembly and air checked the clutch components at low pressure. All the clutches air checked good with 35 PSI. He went over his parts list from the previous rebuild and found that the torque converter housing had been replaced due to debris damage, and the 1234 clutch piston and 35R clutch drum assembly were also replaced. He disassembled the pump for inspection. He checked the isolator valve, pressure regulator valve (located in the pump cover), and their bores for wear. The pump cover looked okay. Which begged the question, is the lack of line rise a parts interchange problem? From the pictures it was obvious there was something different about the new housing. According to our local parts guy, the torque converter housing and pump body assembly had just been updated to a new design and weren’t interchangeable individually (news of this update is just getting out). Replacing the torque converter housing would require replacing the pump body assembly with the new design. The technician replaced the pump body assembly with the new, updated version and reassembled the transmission. Both were now within specification; the line pressure was rising and falling with throttle position. With the line pressure responding properly, it was time for a test drive. The technician left the pressure gauge connected to the transmission so he could monitor line pressure and rise. They worked perfectly. With the line rise problem resolved, it was time to deliver the vehicle. That’s why it’s so important to compare the replacement parts with the originals, to make sure they’re the same as the part you’re replacing. With a little better understanding of parts interchange, you should have no problem keeping those trannys rolling! Reproduction in whole or in part without permission is prohibited. Should you have any questions or concerns about your Street Smart transmission, our Product Support Team is only a phone call away. Very easy to work with and my transmission showed up right when they said it would. I entered my VIN and there was a quote within 30 seconds. The transmission was shipped to the mechanic very fast. Street Smart was very easy to deal with online and over-the-phone. I was very satisfied. Considering another for a Chevy Malibu Our team of highly trained experts has the knowledge and passion to help. Please choose a different delivery location.Our payment security system encrypts your information during transmission. We don’t share your credit card details with third-party sellers, and we don’t sell your information to others. Please try again.Please try again.Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. RABLS2 5.0 out of 5 stars This manual has the torque specs and pattern for reassembly. Please try again.Please try again.Please try again later.Page 1 of 1 Start over Page 1 of 1 In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account Please try your search again later.This specific technical manual covers assembly, dis-assembly, diagnosis, troubleshooting, electronic controls and operation for the 6L80 6L80E. ATSG technical manuals are written and produced by ATSG's professional technical staff. If you are looking to complete a band adjustment, torque specs, service a transmission, shift kits, or just doing a full rebuild on a unit our technical manuals are a must have. It covers everything from parts identification, exploded views, home specs, wiring harness locations, routing, electrical diagrams, internal planetary components, how to disassemble a transmission, how to rebuild the individual components, torque specs, valve body identification, extension housing overviews and much, much more.To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. Something went wrong. Cancel Thanks, we'll look into this. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. Give us a call and we can help. It is ideal for vehicles powered by engines producing up to 550 horsepower using pump gasoline. When you select the normal drive position, the transmission retains its firm, automatic shifts for the ease of driving you look for in an automatic transmission. The 6L80E is a Six speed rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. The Mega Monster Transmission features: the latest technology in our industry with only the best internal components for increased strength, dependable performance and monster torque capacity. All Monster transmissions are custom made in the USA and quality checked to ensure your peace of mind. For the system to operate properly, all throttle linkage, vacuum lines and kick-down components must be connected and adjusted properly. Recommended Fluid: DEXRON VI (Approx. 9.5L) Gear Ratios: 1st: 4.02 2nd: 2.36 3rd: 1.53 4th: 1.15 5th: 0.85 6th: 0.67 Experience the difference with a Heavy Duty Six-Speed Transmission. Our 6L80E transmissions are more durable and reliable, you can drive with confidence after you have installed one of our units. Max. engine torque: 430 lb-ft Max.The years can range anywhere from 1999-UP depending on the setup being used. If this is for a custom vehicle, please specify the year, make and model of the vehicle that you would like the transmission to be built from. Please specify this information in the comments field during on-line checkout or via telephone order 1-800-708-0087. This Monster 700R4 Transmission does not come equipped with a new Speedometer Gear. Certain vehicle specific extension-housings may not be available with this unit. In most cases, you will be required to swap your original extension-housing (this will NOT void your warranty). Please Contact Us to purchase a proper speedometer gear for your application or if you are unsure if your extension-housing will need to be reused. We are dedicated to giving you the technical support you need, when you need it. If you are installing your transmission that was purchased from Monster Transmission, our sales and support staff is here. Trust us to steer you in the right direction, when you choose to DIY. We are grateful for the fact that Monster Transmission has gone BEYOND and we will continue to be the best publicity that you will every have. I promise you that the next transmission I have to replace or any other person I hear of needing a transmission I will be heavily promoting Monster Transmission and tell them that I personally use Monster Transmission. It shifts wonderful and I'm delighted to have been dealing with Monster Transmission. There is no leaking coming from the front seals, rear sears or oil pan. It functions correctly. When it shifts from 1st to 2nd its got a really smooth shift and it puts a smile on your face. So it's definitely something you want. Thank you Monster Transmission. Please click Accept Cookies to continue to use the site. It contains springs, valves, and many fluid passages that are critical to the proper operation of the transmission. The consistency and durability you will receive with the Hughes valve body line, is second to none. The second version is a full manual control valve body, used more specifically for all types of racing. The third version available for most racing applications is the fluid release transbrake control valve body. It is designed with drag racing in mind and is not recommended for the street. For further information, please call our Tech Line for assistance. Order these valve bodies to enhance the operation of your functional transmission. Don’t assume installation of one of our valve bodies will or can fix the operation of your transmission if it has a malfunction. When shifting manually this valve body will remain in the gear until you select the next gear, and then provide you with a clean, crisp transition as you accelerate. It will provide full manual control over all shifts, and deliver them without delay or time costly overlap. The manual valve body is used when a transbrake is not needed, such as tractor pull, monster truck, and other track applications. Hughes Performance offers both standard shift and reverse pattern manual valve bodies. The Hughes transbrake valve body kits are complete and ready to install in your competition transmission. All GM units are fluid release models, which allows the fastest release time and are extremely reliable since there is no check-ball to worry about moving to release or set the brake. For the best reaction times switch to a Hughes brake and treat yourself to an experience you won’t soon forget. If you continue to use this site we will assume that you are happy with it. Ok. We have proven expertise. Our transmissions work and they work HARD. We specialize in automatic transmissions for BIG POWER on the street, drag strip, and offroad. If you have an 800-3000 HP street legal car, drag radial car, or weekend bracket racer and need an automatic transmission, give us a call. We can make the TH400 live at 1500 HP using an automatic valve body. Everybody else wants to use a full manual valve body at that power level. That’s because they don’t have the knowledge to make the transmission live using the valve body that GM designed. Our 4L80 transbrakes are the most popular item we sell. That’s because it blows the competition away on set and release times. Try it and you’ll never use a competitor’s transbrake again. Need a 4L80E behind a Mod Motor Mustang. We can do that! Electronic units include new shift solenoids, manifold pressure switches, wiring harnesses, and sensors in most cases. We test all of our transmissions here, in house, before they sent out to our customers. We have a “mule” car to test our ideas and new parts before giving them to the customer. We dyno test all units before they ship. GM automatics are our specialty and we know these units inside and out. We know what usually fails and why. We upgrade the known weak points to prevent common failures. They simply “rebuild” the unit and in many cases what they call a rebuild is replacing only the clutches that are burnt or worn. We replace all the wear items, replace thrust washers with bearings (rollerized), upgrade the hydraulics, clutch materials, clutch capacity, blueprint the clearances, and any unit specific upgrades to make the transmissions live. We also do builds for muscle car restoration where the case gets blasted to bare aluminum to appear new and stock. Many shops just use another vendor’s pre-built valve bodies, transbrakes, and hard parts.