4l80e stage 2

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GM 4L80E Performance Transmission Level 2

4L80E – Level 2 Transmission with Torque Converter

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Horse Power: 500
(500 Torque)
Converter: HD Towing & 4WD Lock-Up
Stall: 1800-2200Master Overhaul Kit with New Steel Plates
Raybestos High Energy Frictions
Transgo Reprogramming Kit
New Torrington Bearing Kit
New Bushing Kit
New Thrust Washer Kit
New Internal Wiring Harness
New Manifold Pressure Switch
New EPC Solenoid
New PWM Solenoid
New Input & Output Speed Sensors
New 1-2 Shift Solenoid
New 3-4 Shift Solenoid
Extra Capacity Second Gear Clutch Assembly
Heavy Duty Forward Clutch Hub
Heat Treated Input Shaft
Heat Treated Main Shaft
Heat Treated Forward Steel Forward Clutch Hub
Heavy Duty Intermediate Sprag
Updated Molded Steel Direct Clutch Piston
Updated Reverse Band
New Low Roller Assembly
Wide Kickdown Band w/New Apply Piston
Updated Boost Valve
Updated TCC Regulator Valve
Blue Printed Pump & Valve Body
Transmission Mount
New OEM Steel Pan
30,000 GVW CoolerThis special comes with a 1-year warranty

ATF: $150

Gearstar Has Your Back

*30,000 GVW Cooler with Integrated Fan – Call for Pricing

*Lokar Flexible Filler Tube and Stick – Call for Pricing

*Cast Aluminum Pan – Call for Pricing

***This transmission requires the use of a standalone controller in non OEM applications.***

Please call for details (330) 434-5216

All transmissions are custom built by 1 of 5 master techs from start to finish and DYNO tested with converter the equivalent of 100 miles to insure that transmission and converter package are in perfect operating condition before they leave our facility.

All sales are final. No returns or refunds.

Gear Ratios

2WD Dimensions
Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
Total Length: 31″
Distance to trans mount center: 30 1/2″
4WD Dimensions
Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
Total Length: 28 1/2″ (Including OE T-Case Adapter Housing)
Distance to trans mount center: 27″

Sours: https://gearstar.com/gm-4l80e-performance-transmission-level-2/


Features and Benefits:


This Category 2 4L80E Rebuild Kit has several key upgrades when comparing it to our Category 1 4L80E Rebuild Kit: a Transgo Stage 2 Shift Calibration Kit, Sonnax Smart Tech Overrun Kit, Heavy Duty Forward Clutch Hub, and a 300M Billet Input Shaft.

The 4L80/85E Transmission

The 4L80E (and similar 4L85E) was a series of heavy-duty transmission assemblies from GM designed for rear wheel drive configurations. The 4L80E was heavily based on the TH400 first produced in October 1963, adding electronic controls and an overdriven fourth gear. The 4L80E's were optioned only in Chevrolet/GMC pickups, 2500 Suburbans, vans, and commercial vehicles, and the Hummer H1. The 4L80E proved to be a big hit in 1991 with its release in the Silverado 454SS.

The 4L80E (RPO MT1) is rated to handle engines with up to 440 ft lb while the big brother the 4L85E (RPO MN8) is rated to handle vehicles with up to 690 ft lb.

This is a complete 4L80E super rebuild kit containing Alto Red Eagle clutches with upgraded power clutch pack that includes additional clutches and steels. The additional friction count along with the upgraded steels will improve your 4L80E's torque and horsepower capacity.

This kit will include everything else you need to rebuild your 4L80E transmission. A new filter is included as well as a bushing kit and and thrust washer kit. The band in the kit is a high performance RedEagle band.

Supporting the Stator

In this SunCoast GM 4L80E transmission rebuild kit we include an upgraded Sonnax stator support bushing.

GM 4L80E and 4L85E units may display no converter lockup or codes 68, 39, 1870 or P0741. Imbalance of torque converter clutch apply oil through the front stator support bushing contributes to this complaint. A journal clearance of .002" or more will generate sufficient leakage to cause lockup clutch slippage, causing the transmission to stay in third gear. Sonnax front stator support bushing 34016-W is designed to reduce leakage by minimizing journal clearance and also increasing journal length.

Sealing Things Up

SunCoast always upgrades the check balls in all of our new 4L80E and 4L85E transmission rebuilds. In this kit you will receive 10 of these new Torlon check balls.

These new checkballs (.250") are made out of tough, wear-resistant imidized plastic. The imidized plastic balls seal better than steel balls because they conform to the separator plate ball seats. Steel checkballs are hard and heavy, wearing separator plate ball seats from the repeated high impact of the ball on the seat. Elastomer or rubber check balls seal well. However, the elastomer material wears, reducing the size of the ball. Similar imidized plastic balls have been used on some original equipment late model valve bodies with excellent results. These imidized plastic checkballs are not available through the original manufacturer.

Upgraded sprag

The intermediate sprag on the 4L80E's typically come with a 16 element intermediate sprag assembly. The can lead to failure in high horsepower and torque situations. In this 4L80E transmission rebuild kit we are upgrading the sprag to a 34 element sprag doubling the torque capacity.

A Different Plate to Serve On

On many 4L80/85E rebuilds it is not uncommon to find the factory separator plate damaged beyond repair. This is a direct result of the factory steel check balls beating the plate repeatedly.

This SunCoast 4L80E rebuild kit also has a new upgraded separator plate included with it. We use a Transgo tempered steel separator plate for longer life. This plate is custom-plated for rust resistance.

Upgraded Case Bushing

If you rebuild a lot of 4L80E's then you already know that case bushing walkout and thrust washer wear are common issues in the GM 400, 4L80E and 4L85E units. This upgraded heavy duty case bushing kit combines the tried and true no-walk case bushing with a high quality thrust bearing that replaces the OE thrust washer and selective spacer to update this area for maximum durability in all applications. Selective shims are included for setting and adjusting rear end play.

When in Doubt, Ask for Help

Insufficient holding power in the overdrive roller clutch is the underlying cause of chronic overdrive roller clutch failure in hardworking 4L80E and 4L85E transmissions. When the roller clutch fails, the damage can be catastrophic, and the only fix is replacing the drum, planetary assembly and mating components.

The Sonnax Smart-Tech Overrun Clutch Valve Kit (34200-40K) offers a hydraulic solution to this known mechanical problem. With unique rerouting of hydraulic fluid pressure, this patented kit keeps the overrun clutch applied at all times (except OD 4th), reinforcing the roller clutch to adequately support heavy loads.

  • Improves OD roller clutch holding power in D4 and Reverse ranges
  • Extends the life of workhorse transmissions while preventing warranty claims and comebacks
  • Installs quickly onto the valve body — no transmission removal needed

The Forward Clutch Hub

This 4L80E rebuild kit also comes with a new heavy duty forward clutch hub. This is an ideal upgrade over OE hubs in GM 400, 425, 4L80E and 4L85E applications that commonly see a high fracture rate of the forward clutch hub. It is made from 1045 steel forging and features a thicker cross section for increased strength and rigidity that is so commonly seen in these units.

  • Made from forged 1045 steel
  • Thicker cross section for increased strength
  • Added durability for daily drivers, work trucks and mild performance applications

Upgrading the Input Shaft

The 4L80E, while inherently strong, still has limits. When we are talking about limits, we are faced with the realization that the factory cast input can and will break. This can be to either shock load causing a sheer break or due to torsional fatigue, causing a fatigue break.

In this SunCoast 4L80E Rebuild Kit, we upgrade the input shaft to a billet one. This new billet 4L80E input shaft is manufactured from 300M billet steel. This shaft is vastly stronger than the OEM shaft and is a must-have component for higher horsepower and heavy towing applications.

The Shift Calibration Kit

This SunCoast 4L80E Rebuild Kit would not be complete without a shift calibration kit for the valve body. SunCoast likes to use a Transgo HD-2 Shift Calibration Kit in these units. This kit includes the following:

  • New boost valve assembly
  • High pressure relief assembly
  • Stronger, better designed solenoid filter
  • Case to center support seals
  • 4th clutch strong bolt and other items which improve overall driveability and durability
  • Upgraded triple layer separator plate with dual feed direct clutch
  • Thicker intermediate snap ring
  • Direct clutch high rate springs

This Transgo kit also features the following:

  • Tuneable shift feel options
  • Easy install, superb for heavy duty trucks
  • Holds BIG horsepower

This kit also corrects and alleviates the following issues:

  • High pressure parts breakage
  • Direct clutch burn up
  • Soft 2-3
  • Slide-bang 1-2
  • Low pressure due to solenoid filter breakup
  • Missing shifts with no diagnostic codes
  • Codes: P0731, P0732, P0733, P0734, P0751, P0756, P0894, P1870

Upgraded Torque Converter

This SunCoast Category 2 4L80E transmission rebuild kit also comes complete with an upgraded triple disc billet torque converter that is available in a variety of stall speeds. This is our Pro-Loc series of SunCoast triple-disc billet torque converters.

These have a host of internal upgrades:

  • Chromoly steel turbine and impeller hubs for added strength
  • Fully-machined forged front billet cover
  • Damperless CNC'd billet apply piston add strength and durability
  • Sprag cartridge delivers more than twice the holding capacity of OE
  • Weld-on pilot adapts to many applications
  • Furnace-brazed and tig-welded fins
  • Carbon-graphitic clutch material ensuring precise lock-up control
  • Custom-modified stator assembly

This torque converter, while capable of handling the added demands of high performance vehicles, also maintains the refinement and functionality to be used in a daily driven heavy duty application such as towing. This converter can be used as a stock replacement and requires no modifications to your transmission.

The Friction Material Test

Alto Red Eagle® material offers similar mid-point coefficient at high horsepower applications. In addition, the Alto Red Eagle® material gives superior friction wear characteristics at high energy engagements. The leading competitor's material degrades thermally and physically after reaching approximately 2.25 HP/in2.

Below we offer some engineering data collected with this particular clutch.

Six Level High Energy Test
On Frictional Properties And Wear

Lbs./Sq. Inch Pressure Required To Stop Flywheel In One Second

LevelsCyclesOEM Manufacturer A
Pressure Required (Lbs./Sq.In.)
OEM Manufacturer B
Pressure Required (Lbs./Sq.In.)
ALTO Red Eagle
Pressure Required (Lbs./Sq. In.)

NOTE: The Lower Lbs./Sq.In. Required to stop the flywheel, the higher the frictional properties.

Results: Pressure required to stop the flywheel on "ALTO RED EAGLE" are slightly lower than "Manufacturer A" and well below "Manufacturer B."

Conclusion: The frictional properties of "ALTO RED EAGLE" are slightly higher than "Manufacturer A" and well above "Manufacturer B."



Test Schedule and Duration:
Test conducted in six energy levels. Each level consists of 100 clutch engagements at 60 second intervals, from 4600 RPM with a clutch lockup time of one second, the indicated pressure required to stop the flywheel in one second.

Sours: https://suncoastdiesel.com/i-30499686-suncoast-alto-4l80-85e-category-2-rebuild-kit.html
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Stage 2 – Warranted 750 HP

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.

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.

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.

PriceBuild #Build Description
$32504L80-2AAuto shift for computer controlled applications
$34504L80-2FMFull manual forward pattern
$43004L80-2RMTBReverse manual Transbrake
$36504L80-2ATB1Auto shift with Manual Low Transbrake (transbrake can only be activated in manual low position)
$37504L80-2FMTB1Full manual forward pattern with Manual Low Transbrake
$40004L80-2ATB3Auto shift with D3 transbrake
$41004L80-2FMTB3Full manual shift with D3 brake (allows 2nd or even 3rd gear launch)

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.

PriceBuild #Build Description
$41504L80-3AAuto Shift for computer controlled applications
$43004L80-3FMFull manual forward pattern
$51504L80-3RMTBReverse manual Transbrake
$45504L80-3ATB1Automatic shift with Manual Low Transbrake (transbrake can only be activated in manual low position)
$46504L80-3FMTB1Full manual forward pattern with Manual Low Transbrake
$49004L80-3ATB3Auto Shift with D3 transbrake
$50004L80-3FMTB3Full manual shift with D3 brake (allows 2nd or even 3rd gear launch)

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.

PriceBuild #Build Description
$46004L80-4AAuto shift for computer controlled applications
$47004L80-4FMFull manual forward pattern
$55504L80-4RMTBReverse manual Transbrake
$50004L80-4ATB1Auto shift with Manual Low Transbrake (transbrake can only be activated in manual low position)
$51004L80-4FMTB1Full manual forward pattern with Manual Low Transbrake
$53504L80-4ATB3Auto shift with D3 transbrake
$54504L80-4FMTB3Full manual shift with D3 brake (allows 2nd or even 3rd gear launch)

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.

PriceBuild #Build Description
$54004L80-5AAuto shift for computer controlled applications
$55004L80-5FMFull manual forward pattern
$64504L80-5RMTBReverse manual Transbrake
$57004L80-5ATB1Auto shift with Manual Low Transbrake (transbrake can only be activated in manual low position)
$58504L80-5FMTB1Full manual forward pattern with Manual Low Transbrake
$61004L80-5ATB3Auto shift with D3 transbrake
$62504L80-5FMTB3Full manual shift with D3 brake (allows 2nd or even 3rd gear launch)
$84004L80-5ATB3-210Auto shift with D3 transbrake and 2.10 gearset
$90004l80-5ATB3-210-36AAuto shift with D3 transbrake and 2.10 gearset plus aluminum 36 element drum

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.

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.

PriceHard Part Upgrade Item
$300Case for 91-98 (includes cleaning, inspecting, and painting)
$500Case for 99-up (includes cleaning, inspecting, and painting)
$150Overdrive Assembly
$700Billet Overdrive Assembly
$200Rear Planetary Geartrain
$50O/H Kit
$13006 pinion heavy duty 2.75 ratio gearsets. These work well in heavy vehicles and some towing or 4×4 applications.
$23102.10 ratio gearsets. These work well in big power drag racing combos that need to tame the launch.
$55034 element sprag steel drum (high RPM combos)
$85036 element Super sprag aluminum drum (high RPM combos)
$675Mechanical speedometer tailhousing kits are available WITH transmission for this price. These include the tailhousing with new bushing, seal, o-ring, speedometer gears calibrated for your combo, and driven speedo housing.
Sours: http://www.jakesperformance.com/4l80/
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