REAL power with reliability

Have you broken a Level II, V, or MXXVII 4L60E that is supposedly 700 HP capable with 450 HP? Multiple times? Have you ever read a build list for a 4L60E/65/70 and wondered why it sounded like everything in the trans was replaced for a performance build? That is because it’s the wrong unit to use in a big power application. We’re not here to mislead you. We could build and sell a very well built 4L60E that would compete with anybody’s on the market. But there is more demand for 4L80s, so business wise, it makes sense to pursue that market. We specialize in 4L80Es because we KNOW it is the only real option for REAL power with reliability.

Other builders are afraid to cut into their sales and tell you this. We’re not. We just want to be sure you get the strongest option available at the best price the first time. If this makes sense to you, take a look at our 4L80E options below.

4L80 Performance Torque Converter Options for the GM 4L80E Transmission Our High Performance Torque Converter line is for the street car enthusiast with a few mods and is very budget friendly. The Pro Series Torque Converter line steps up to our custom billet parts and is offered in a single and multi disk.

The 4L80E is the descendant of the “Ole Reliable” TH400 transmission. It shares many components and design features. At Jake’s Performance the 4L80E is our most popular transmission. We have built them for applications ranging from heavy towing vehicles to 1800+ HP street/strip cars. The 4L80E has proven reliable like it’s predecessor.

1. In this video, Curt goes through how to tear down a 4L80E. Then he talks about the common problems found in this transmission and the solutions to those prob.
2. The 4L80E is the descendant of the “Ole Reliable” TH400 transmission. It shares many components and design features. At Jake’s Performance the 4L80E is our most popular transmission. We have built them for applications ranging from heavy towing vehicles to 1800+ HP street/strip cars.

Most of our development time is spent on the 4L80E. Look for some innovative new products in the near future that should make the 4L80E even stronger.

As with all Jake’s Performance transmissions they start with a select core that is disassembled, the case is hot tanked, pressure washed, inspected, painted and prepped for reassembly. They include all new friction clutches, bands, steel plates, soft parts, filter, modulator (if applicable), as well as hydraulic upgrades, bearings added at several thrust locations, and other modifications depending on power level.

We have established ourselves in the industry with our exclusive innovative 4L80E valve body designs whether we use our in house recalibration kit, or one of our transbrakes, you are getting what no other company in the industry has. Our valve body hydraulics have proven themselves repeatedly and our transbrakes have set the standard for release time.

We specialize in building the 4L80E for retrofit applications. If you have a 500+ HP musclecar, late model LSx powered car, or other combo that demands THE bulletproof trans, we can build it for you. We have more experience than any other aftermarket shop building 4L80E’s.

We have several upgrade options for the various stages of 4L80E. We offer two different transbrakes. Both designs will work in a stock depth pan.

Our D1 transbrake, also known as the Manual Low transbrake, allows normal reverse operation but requires the gear selector to be in the 1st or low gear position to operate. It is a very quick acting transbrake. It works very well in full manual configuration. It has some special tuning considerations for use with a controller in an automatic shift situation.

Our D3 transbrake allows for transbrake operation in any forward gear range. It requires transbrake activation for reverse. It works very well in automatic computer controlled applications because the shifter can be left in D3 and the controller shifts the transmission, instead of requiring the driver to shift from D1 after launch.

All 4L80 builds now have a core charge due to core shortages. $250 for early style (91-98) and 99-up (late) style cores with a 7 bolt bellhousing will be $300. Providing a REBUILDABLE core will reduce the posted price by $250.

The Street/Strip (Stage 2) 4L80E includes all new friction materials, steels, bands, rollerized forward hub, rollerized output shaft thrust, heavy duty intermediate snap ring, 6 clutch direct pack, Hi-Energy carbon clutches in select locations, hydraulic modifications for much increased power capacity and firmer shifting. All 4L80Es also include a new boost valve assembly, new shift solenoids, manifold pressure switch, internal wiring, as applicable.

The Stage 3 4L80E build adds the billet input shaft and rollerized billet forward hub for applications above 750 HP. This build will handle well over 1000 HP assuming moderate RPM range (less than 7000 rpm), average or lighter weight vehicle, and no large N2O usage.

The Stage 4 4L80E adds the billet intermediate shaft. This makes it reliable to approximately 1000 HP/TQ. It will work at higher power levels if the RPM is less than 7000 RPM. Stage 4 builds are mainly for heavy vehicles, diesel, or large uses of N2O.

The Stage 5 4L80E build is the Stage 4 build but adds a 36 element sprag Super Drum for increased power capacity up to and over 1400-1500 HP/TQ.

4l80 Trans Controller

One of our biggest customer demands for the 4L80E is an all in one kit to install the 4L80E into a classic Camaro, Chevelle, Corvette, Nova or other GM car. We have put together the common parts used in most of these retrofits to make it easier for the customer to do so.

4l80e Problems

The Muscle Car Kit will include a Stage 2 4L80E built with a mechanical speedo tailhousing for simple hookup to the existing cable speedo, a US Shift 80 Transmission Controller, Throttle Position Sensor (TPS) kit for Holley carbs, and a billet cover lockup converter. Typically this is all you need to put the 4L80E into your muscle car aside from driveline shortening and crossmember mods or fabrication. We will also offer tech support to help with the install. We have installed them in most of the early GM cars.

Pricing is $5600 plus $250 shipping within the continental United States (restrictions apply).

We are also offering a freshen up program for our customers who need a repair or rebuild after the warranty period or for maintenance in high powered combo’s. This service includes all new frictions, steels, bands, shift solenoids, rebuild labor, and dyno time. It renews the warranty. It does not include the converter cut and clean, or hard parts. It is only applicable to Jake’s Performance builds and customers. The 4L80E service will be $1250, not including any parts upgrades or shipping. See our pricing table below for hard parts and upgrade costs.

There are many differences and a few similarities between the 4L60E and the 4L80E transmissions. If you don’t feel like reading a whole article on it the main differences between the two transmissions come down to two things; their actual physical size (the 4L80E is bigger) and the amount of horsepower that they can handle (4L60E can’t handle as much).

Another thing to take away quick as that they are almost never easily swapped for one another even in vehicles that they both came in. They are different lengths, so they will automatically require different driveshaft lengths.

Differences between the 4L80E and 4L60E

The 4L80E is noticeably larger and longer than the 4L60E. Format for mac usb. This size difference means that they are not easily interchangeable. There are many cars that the 4L80E just won’t fit into without modifying the transmission tunnel either by taking a large hammer to it, or by welding in a larger tunnel.

Another difference between the 4L60E and 4L80E transmissions are the number of bolts on the pan. That would be the easiest way to identify them. The 4L80E uses a 17 bolt pan, while the 4L60E uses a 16 bolt pan.

4L60E vs 4L80E Gear Ratios

4l80e Transmission Controller

Both of these transmissions have four forward gears and are overdrives. The 4L80E has closer gear ratios and not as much overdrive. The 4L60E/4L65E/4L70E all share the same basic design and have the same gearing.

If you were to put the 4L80E behind an engine that already had the the 4L60E, it’s going to feel more sluggish on take off and have a higher highway RPM. It was designed to keep the engine more in the power band for towing and heavy duty applications. In fact, it has the same gear ratios as the TH400, minus the overdrive. It’s also significantly closer in ratios to the TH350 (again no overdrive) and 2004R.

Similarities Between the Transmissions

Both transmissions are electronically controlled and can’t be bolted behind a first generation small block Chevy without a dedicated transmission controller. If you are looking to put a 4L80E behind a big horsepower non LS engine you’d be better served with ordering a 700R4 that is built to handle a lot of horsepower. They can. You won’t have to beat your tunnel to death, and order an expensive new crossmember (or fabricate one).

4L60E to 4L80E Swap

They both have the same bellhousing bolt patterns and will hook to the same engines with no problem. So, if you are interested in doing the 4L60E to 4L80E swap, it will technically bolt up to your engine. It will be a lot easier to do the swap if you know that your vehicle can take the 4L80e without much in the way of modification.

If you are thinking of putting a 4L80E in a Sierra for instance, you know that you can do that because it was a factory option. On the other hand, if you are thinking about squeezing one in on your LS swap project 55 Studebaker, it would be smart to hit the forums to see what kind of modification will be needed. At this point, almost everyone has tried everything and put it on the internet. Benefit from the lessons they learned. Never go in blind.

For more on the swap, see the 4L60E to 4L80E swap article. It goes over everything that you would need in order to pull off the swap.

4l80 Transmissions

Conclusion: 4L60E vs 4L80E

4l80e Transmission 6 Speed

Both transmissions are capable. From the factory, the 4L80E is more capable than its sibling. It is my opinion that there is almost no situation where a built 4L60E is not going to be the better performance choice. That is until you get to crazy horsepower numbers.

4l80e Gear Ratios

You may also like Th400 vs 4L80E. People that are into the 4L80E really love the TH400. It may be a good read for you.