4L80E Questions.....

['JustDreamin']

Hey Guys....

I'm swapping a 2004 4L80E (and a bunch of other parts) into my 1999 Bravada, but I have a few questions. Hopefully somebody (like George) knows the answers.

I don't want to use the factory 4L60E hardlines, mostly because I don't think they'll line up. I would like to swap over to braided hose (and maybe some length of hardline).

1.) What fittings do I need to adapt the trans to something useful (AN, NPT pipe threads, whatever)

2.) Size recommendations for hoses (feed and return) -6 AN? -8AN? Smaller? Bigger?

3.) What kind of pressure are the cooler lines under (just to make sure I don't put 200psi hose or something on a 500psi line)

4.) I'm thinking seriously about an aftermarket deep pan, anybody have any experience? Any likes or dislikes (this one didn't fit, this one was poorly machined, this one leaked, whatever).

5.) Any suggestions on cooler size? Should I bother hooking up the in-radiator cooler? Or should I set it up so I can choose between them? What I'm thinking of is using the In-radiator cooler for winter-time use to help trans & engine warm up and a seperate cooler by itself (probably with fan) for summertime use.

Ok, I think that's all the questions that pop to mind at the moment.

'JustDreamin'

 

[HighPerformanceTrucks]

Re: 4L80E Questions.....

I have braided lines on my now dead high line pressure 700R4 and have not balloned the lines or sprung any leaks. I can't remember the fitting sizes off hand, but I know I had to use an adapter fitting where it meets the transmission.

Hey Guys....

I'm swapping a 2004 4L80E (and a bunch of other parts) into my 1999 Bravada, but I have a few questions. Hopefully somebody (like George) knows the answers.

I don't want to use the factory 4L60E hardlines, mostly because I don't think they'll line up. I would like to swap over to braided hose (and maybe some length of hardline).

1.) What fittings do I need to adapt the trans to something useful (AN, NPT pipe threads, whatever)

2.) Size recommendations for hoses (feed and return) -6 AN? -8AN? Smaller? Bigger?

3.) What kind of pressure are the cooler lines under (just to make sure I don't put 200psi hose or something on a 500psi line)

4.) I'm thinking seriously about an aftermarket deep pan, anybody have any experience? Any likes or dislikes (this one didn't fit, this one was poorly machined, this one leaked, whatever).

5.) Any suggestions on cooler size? Should I bother hooking up the in-radiator cooler? Or should I set it up so I can choose between them? What I'm thinking of is using the In-radiator cooler for winter-time use to help trans & engine warm up and a seperate cooler by itself (probably with fan) for summertime use.

Ok, I think that's all the questions that pop to mind at the moment.

'JustDreamin'

 

[HotRodV6]

Re: 4L80E Questions.....

-6 lines should be plenty for the feed and return, and i would run just one trans cooler as big as you can fit in front of the rad and not plumb the one in the rad at all, unless this is a daily driver and you live in alaska or someplace really really cold in the winter, the trans cant be to cold.

I would stick with an aftermarket deep pan that is cast aluminum and not just sheet metal, that way they are much more strurdy and will be less leak prone.

Also, your right the factory 4L60E hardlines wotn work on the 80E, they are in diff spots on the side of the trans.

Standard braided line will hold the line psi of the 80E just fine, no need for anything exotic, i would stay away from the push on type hose ends and stick with the regular reusable swivel type you have to assemble.

As for the adaptors i cant remember what size is needed for the 60E, and im not sure of the 80E uses the same size or not.

 

['JustDreamin']

Re: 4L80E Questions.....

Thanks for the feedback guys....

I was planning on running normal braided line, wanted to make sure I didn't need some wacky super high pressure stuff.

Truck will be a daily driver, but not anywhere near Alaska. Just Maryland. Weather here isn't too severe, but I was thinking it might warm up quicker (engine & trans) if during the winter I ran the in-radiator cooler. During summer, I see know benefit to running the in-radiator cooler, just takes capacity away from a radiator that is probably going to be marginally sized anyway.

Anybody had any luck with the powered fan type trans coolers? I'm thinking about running one of those, but haven't figured out where there is free space to stick it. Guess I need to spend some more time looking at the front end.


Hopefully somebody will chime in with where to get the appropriate adapters (or at least a good start).


BTW Mike, I see in your sig you're doing a 414 ci L92 in your SonomaGT.....Got any more details / pics / links?

'JustDreamin'

 

[HotRodV6]

Re: 4L80E Questions.....

BTW Mike, I see in your sig you're doing a 414 ci L92 in your SonomaGT.....Got any more details / pics / links?

'JustDreamin'

Well the L92 is the new all aluminum 6.2 gen IV engine going in the new 07 escalade, it will have displacment on demand and VVT in production form and will ne rated at 403/417

My plan is to use the L92 block which is a 4.065 bore aluminum block, pretty much the same as an LS2 just larger bore, and use the forged 4in stroke LS7 crank and LS7 titanium connecting rods and custom JE pistons for a 414 bottom end, for alot less than buying an aftermarket stroker kit.

For heads, im going to to use the L92 heads which are very similiar to the LS7 heads and the L92's flow over 325 cfm in stock trim with a 2.16/1.59 valves, but my plan calls for a complete LS7 valvetrain in the L92 head, id love to have the LS7 cnc ported heads but they are way out of my price range. The LS7 also has 2.20 titanium intake valves and 1.60 sodium filled exhaust valves. and i plan to run the LS7 cam and 1.8 rockers. Theres lots of good info on the L92 on www.ls1tech.com.

Should be good for an easy 450 at the wheels and then tuning may put it well over 500 n/a. Should be fun, im starting to buy parts as we speak.

 

[ghettosled]

Re: 4L80E Questions.....

here's a 4l80e. took 5/16" flare fittings just like the stock trans cooler lines. You'll need 90s whereas on the 700r4 you use 45s coming out of the case.

 

['JustDreamin']

Re: 4L80E Questions.....

Well the L92 is the new all aluminum 6.2 gen IV engine going in the new 07 escalade, it will have displacment on demand and VVT in production form and will ne rated at 403/417

My plan is to use the L92 block which is a 4.065 bore aluminum block, pretty much the same as an LS2 just larger bore, and use the forged 4in stroke LS7 crank and LS7 titanium connecting rods and custom JE pistons for a 414 bottom end, for alot less than buying an aftermarket stroker kit.

For heads, im going to to use the L92 heads which are very similiar to the LS7 heads and the L92's flow over 325 cfm in stock trim with a 2.16/1.59 valves, but my plan calls for a complete LS7 valvetrain in the L92 head, id love to have the LS7 cnc ported heads but they are way out of my price range. The LS7 also has 2.20 titanium intake valves and 1.60 sodium filled exhaust valves. and i plan to run the LS7 cam and 1.8 rockers. Theres lots of good info on the L92 on www.ls1tech.com.

Should be good for an easy 450 at the wheels and then tuning may put it well over 500 n/a. Should be fun, im starting to buy parts as we speak.

Very Cool....I surf over at LS1Tech a fair bit. Hadn't looked into the L92 much because I'm already fairly committed to running a 6.0L LQ4 (its sitting between the fenders on mounts from Turbotime as we speak) and don't want to get distracted. Also, the L92's aren't exactly what I'd call "readily available" just yet. Have you figured out what you're doing for an intake manifold? I didn't think the L92 was out yet or was going to be all that good for a hot motor, and I seem to recall that the LS7 manifold doesn't fit the L92 heads properly......

'JustDreamin'

 

['JustDreamin']

Re: 4L80E Questions.....

here's a 4l80e. took 5/16" flare fittings just like the stock trans cooler lines. You'll need 90s whereas on the 700r4 you use 45s coming out of the case.

Hey Mike, thanks for the info.....

Any clue as to what year that 80E is? I know that GM made several revisions to the case, including moving the cooler fittings around. I'm pretty sure that my 2004 80E has push in type connectors (obviously need to spend a little more time with it).

BTW, did you notice the torque converter in the above picture is PURPLE? Are you a closet Baltimore Ravens fan by chance?

'JustDreamin'

 

[George Blake]

Re: 4L80E Questions.....

You can take the same fittings out of your 700 and it screws right into the 1996 and older 4L80E so whatever your using on the 700, they'll work on the 80. Like Mike said though, the 80 will need 90 deg fitting instead of 45 deg fittings. The converter is purple like all the Precision Industries converters

Only revision on lube fittings was the front lube vs rear lube units. Front lube like shown in the pic is a 1996 or older variety and you can use your 700 fittings. On the 1997 and newer where the fitting is in the rear, you MUST us an adaptor for the REAR fitting. Your front fitting works fine. The rear fitting actually goes into the center support. You'll need one of these to use your 700 cooling lines if you've already got braided ones in place:

The front fitting on both units PUMP out and the fluid RETURNs to the rear. Helps me remember which is which when I plumb one.

 

[HotRodV6]

Re: 4L80E Questions.....

Very Cool....I surf over at LS1Tech a fair bit. Hadn't looked into the L92 much because I'm already fairly committed to running a 6.0L LQ4 (its sitting between the fenders on mounts from Turbotime as we speak) and don't want to get distracted. Also, the L92's aren't exactly what I'd call "readily available" just yet. Have you figured out what you're doing for an intake manifold? I didn't think the L92 was out yet or was going to be all that good for a hot motor, and I seem to recall that the LS7 manifold doesn't fit the L92 heads properly......

'JustDreamin'

Well, my original plans were to build a 408 using an iron LQ9 block, but once i got the block and realized how heavy it was, i decided that i needed to shave some weight and changd plans to an aluminum LS2 block, and then when i found out about the L92 well since i hadnt bought the Ls2 block yet, changed plans again and this new way is cheaper than the LS2 build. The intake im going to use is a specific L92 version that the aussie cars are running, and its less than 200 bucks from gmpartsdirect.com.