4l80e capability

[NC-smokinlmm]

Sucks but that's about right...

I've decided that my reg cab is my last Dino oil powered go fast, next is something electric, the innovation is not with gas vehicles anymore. If you want to stay current your going to need a plug...

 

[Chevy1925]

Seems that there is not a trans that holds up once a person gets up into higher horsepower numbers over a 1000 . The higher the HP the more maintenance and rebuilding they require in shorter intervals. I suppose it goes with the territory, GOTTA PAY TO PLAY . I’m sure the lenco May be a different story but obviously probably more $$$ .

You put a th400 in and it’s a whole nother ball game.


Honestly, I’d go that route with a tall rear gear that matches the power/car to the track and a custom non lock up converter. This is starting to be done and work in diesel applications.

 

[clrussell]

You put a th400 in and it’s a whole nother ball game.


Honestly, I’d go that route with a tall rear gear that matches the power/car to the track and a custom non lock up converter. This is starting to be done and work in diesel applications.

Pretty much what Brett runs correct?

 

[Chevy1925]

Pretty much what Brett runs correct?

Yup! But I know they were using a lock up converter for a good while. I think he started using a non lock up not too long ago though. He or mark would have to say for sure. I don’t want to put bad info out there on that sweet machine

 

[prostreeter600]

I’m sure that the weight plays a big role in whether a 400 will live or not . I am 4 x 4 though . Brett is 2 wheel drive and probably 1000#s or more lighter than my truck . Not sure a person can get 3.00 or 3.25 matching gear sets for 11.5/9.25 diffs . I’m not looking to go 2 wheel drive . I love hooking up solid on the street same as the track .

 

[Chevy1925]

I’m sure that the weight plays a big role in whether a 400 will live or not . I am 4 x 4 though . Brett is 2 wheel drive and probably 1000#s or more lighter than my truck . Not sure a person can get 3.00 or 3.25 matching gear sets for 11.5/9.25 diffs . I’m not looking to go 2 wheel drive . I love hooking up solid on the street same as the track .

weight wont be an issue. a 900hp trophy truck runs the same trans and that is WAY harder than any 1500-2k hp drag truck will be on a trans. The aftermarket availability of a 400 is well beyond what the 4l80 has. you can make them 1 speed, 2 speed or 3 speed with just about any option for gear ratios to put inside that you can think of from 1:1 and under.

But this thread isnt about keeping 4wd and the stock 11.5/9.25. Its ricks car where this is much better suited.

the more power you make and the faster you want to go, the less gears you will want/need. thats what the torque is for UNLESS you are governed by a racing sanction as to what you can run for a trans. this is why funny cars/top fuel run a direct drive slipper clutch, the outlaw guys running sub 4 sec 1/8 mile run power glides or 2 speed th400, and so on. if you get a good converter to match the torque/power curve and have the power to make less gears work, it will be in your favor. the converter in those cars is like a hydraulic slipper clutch till hp starts to surpass torque.

 

[prostreeter600]

Understood

 

[RickDLance]

I think weight is an issue. It's a whole lot harder getting 6000 pounds to move than it is getting 2400 pounds to move. That makes the heavier vehicle harder on parts than the lighter one.

 

[prostreeter600]

100% True

 

[SmokeShow]

What's your target weight, Rick?

At some point, with these purpose-built diesel race cars/trucks, the diesels can't be too much heavier than similar builds with huge big blocks with forced induction in the gasser world?

Obviously there's a drastic difference in the torque and the RPM at which it makes that torque.

 

[duramaxzak]

Ryan millikens X275 Nova runs a Turbo 400 built by Suncoast, sounds like it only has 2 gears now. I believe last I remember his car weighs around 3,700 lbs.

 

[Chevy1925]

]I think weight is an issue[/B]. It's a whole lot harder getting 6000 ponds to move than it is getting 2400 pounds to move. That makes the heavier vehicle harder on parts than the lighter one.

for a 4l80, yes. for a th400, i wouldnt fret.

 

[RickDLance]

What's your target weight, Rick?

At some point, with these purpose-built diesel race cars/trucks, the diesels can't be too much heavier than similar builds with huge big blocks with forced induction in the gasser world?

Obviously there's a drastic difference in the torque and the RPM at which it makes that torque.

We're hoping for 3000-3200. I may be all wet though. Everything is starting to add up.

 

[onebaddmaxxx]

for a 4l80, yes. for a th400, i wouldnt fret.

And whys that? The 80e is still built similar to a 400. Hydraulic mods are easy.

I still wouldnt even hesitate to run an 80 at 1500hp+. Our truck is roughly 1050rwhp and we are shifting in 4th it weighs 4870 with driver. It only has a billet input and forward hub. a th400 at 1000hp should have an input and forward hub as well. With Reid releasing their case, and being able to put a alum direct drum with the 36 element pro mod sprag, deleting the front band and oversize center support, and a slew of billet pieces available you can run it just fine if you know what your doing. Even at 5000rpm like what rick is wanting to do, a drum isnt gonna fail. The drum becomes an issue after 7000rpm.

One of the first 4l80e's I built was behind a 408 turbo ls in a 2500hd lifted on 35" tires. weighs 6500lb and still is running his trans today. been 10.6@128mph with 1.5 60ft....on mud tires. he has a billet input, billet intermediate and forward hub.

 

[Evan@InglewoodTrans]

We will see in the nearish future how they like 1500+hp in a full weight truck. I’m sure it will take a few trial and error runs but I don’t see an issue getting it to live.

 

[Ne-max]

We will see in the nearish future how they like 1500+hp in a full weight truck. I’m sure it will take a few trial and error runs but I don’t see an issue getting it to live.

Lets try one in a 5000pd truck. :hug:

 

[onebaddmaxxx]

We will see in the nearish future how they like 1500+hp in a full weight truck. I’m sure it will take a few trial and error runs but I don’t see an issue getting it to live.

 

[THEFERMANATOR]

We will see in the nearish future how they like 1500+hp in a full weight truck. I’m sure it will take a few trial and error runs but I don’t see an issue getting it to live.

Is anybody trying this with an lbz or lmm with a t42 tcm? I would think the same defuel that lets the allison live would benefit the 4l80e just as much.

 

[Mike L.]

4L80 doesn't need defuel. You'll want to run a top notch stand alone computer where you can set every little thing on that trans. The one I built for the Grand National/Duramax worked out pretty well.

 

[prostreeter600]

I would think that the weight savings and the no defueling between shifts is the very reason a person would prefer to run a 4L80 especially in a race vehicle. I’ve read of people picking up 2 tenths in the 1/4 mile just from changing from an Allison to a Duraflite. Allisons have come a long way although they are still very heavy and leave something to be desired. Imagine how fast our Duramaxs could be if they shifted like a Hell Cat or a Demon. From what I’ve read Allisons , Duraflites or the 4R100 when put behind 1200 or more Hp they all require more frequent maintenance and rebuilding and doing the swaps is not cheap .