Some cars that used the 4L80E transmission include Chevrolet/GMC pickups, commercial vehicles, and vans. The ‘E’ means it requires an Electronic Control Unit (ECU) for control and firmness to enable its functionality.Īlso, the 4L80E performance transmission was designed for cars up to 16,500 lbs GVWR with towing capacity up to 22,000 LBS, and whose engine is up to 440 ft. vehicle weights for (80), and electronically controlled transmission (E). The term 4L80E denotes 4-Speed (4), Longitudinally mounted (L), 8000 lbs. We’ve outlined a detailed overview of the 4L80E transmission, its specifications, and what makes it popular in the current year, given that it has been a decade already since its production was discontinued. This transmission is a revamped version of the Turbo-Hydramatic TH400, which is why it does not come as a surprise that it features most of the internal components of the TH 400.ĭespite having similar parts and the same strength reputably known for the TH400, the 4L80E transmission takes it one step further to feature a lockup torque converter, overdrive gear, and advanced electronic controls. The 4L80E/4L85E transmission was replaced by the 6L80/90 transmission in new models around 2005.The 4L80E transmission was produced in October 1963 by General motors for longitudinal engine configurations. The 4L80E and 4L85E was rated to max GVWR of 18,000 (Axle and vehicle dependent).ĤL85E transmissions have issues with early style 12 pin harnesses in which transmission fluid leaks around the harness and shorts the pinouts causing transmission to go into “limp mode” This issue can be easily rectified by simply cleaning the plug. Final drive ratios include 3.42, 3.73, and 4.10. The “MT1” 4L80-E is able to handle engines with up to 440 ft The “MN8” 4L85-E is able to handle vehicles with up to 460 ft The 4L80 and 4L85 were built at Willow Run Transmission in Ypsilanti, Michigan. 4L80-Es have been optioned only in Chevrolet/GMC heavy duty pickups, vans, and commercial vehicles, and the Hummer H1, with the exception of certain Rolls-Royce, Bentley, Jaguar and Aston Martin models. It is an evolution of the Turbo-Hydramatic 400, first produced in October, 1963. Designed for longitudinal engine configurations, the series includes 4 forward gears. The 4L80-E (and similar 4L85-E) is a series of automatic transmissions from General Motors. Shift Solenoid ∾ Control Circuit Range/Performance Pressure Control Solenoid ∻ Control Circuit High Pressure Control Solenoid ∻ Control Circuit Low Pressure Control Solenoid ∻ Control Circuit Range/Performance Pressure Control Solenoid 'C' Performance or Stuck off Pressure Control Solenoid 'B' Performance or Stuck Off Shift Solenoid 'B' Performance or Stuck Off Shift Solenoid 'A' Performance or Stuck Off Torque Converter Clutch Circuit Intermittent Torque Converter Clutch Circuit Malfunction Output Speed Sensor Circuit Range/Performance Input/Turbine Speed Sensor Circuit Intermittent Input/Turbine Speed Sensor Circuit No Signal Input/Turbine Speed Sensor Circuit Range/Performance Transmission Fluid Temperature Sensor Circuit Intermittent P0715 Transmission Fluid Temperature Sensor Circuit High Input Transmission Fluid Temperature Sensor Circuit Low Input Transmission Fluid Temperature Sensor Circuit Range/Performance Every transmission is cold and hot tested before shipment. ► Complete road simulation using a dynamometer testing program called C.A.R.S. Modifications include updates to servos, the PR system, and valve body accumulators. ► Complete system correction and recalibration kit installed to address several OE flaws. ► All new, bushings installed in key locations to improve internal fluid flow control and fluid pressures. Upgrades exceed OE requirements and eliminate the possibilities of front seal leaks, premature bushing wear, and vibration. ► Fully remanufactured torque converter is tested for leaks, lock-up, concentricity, and balance. ► No Walkout rear case bushing is installed, addressing an OE flaw, to prevent case and output shaft damage. ► Updated pressure regulator prevents overly high pressure. ► Updated force motor for improved pressure control. ► Case connector is updated to the latest design on pre-1994 versions, and a vehicle harness pigtail is provided to address connection issues with the early design. ► EPC solenoid is tested separate from the transmission to confirm precise pressure control. ► All-new shift solenoids ensure positive shifting. ► Upgraded 34 element intermediate sprag increases holding capacity. ► Upgraded actuator feed limit valve prevents missing shifts and premature transmission failure. ► Fully remanufactured valve body, with complete system correction and recalibration kit, improves pressure control and shift quality.
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