4l80 output shaft

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GM 4L80E Automatic Transmission

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The Novak Guide to the

Introduction

4l80e_transmission_main_viewThe 4L80E transmission is the advanced progeny of the legendary TurboHydramatic TH400 automatic transmission, and is based heavily on the 400 in both parts and strength, yet featuring an added overdrive gear, a lock-up torque converter and advanced electronic controls.

The 4L80E was introduced in 1991 in the GM C/K Trucks line-up, and remained in production through the 2009+ model year.

This article also covers a variant of the 4L80E - the 4L85E, which is built to handle even heavier-duty use, and all references to the 4L80E apply to it unless otherwise mentioned. Readers may also note that the 4L80 and 4L85 terms are sometimes used without the "E" suffix, as all GM automatics are now electronically controlled and therefore in no need of differentiation.

Specifications

4l80e_transmission_front_faceThe 4L80 nomenclature denotes that the transmission is a 4-Speed, Longitudinally mounted, and for 8000 lbs. vehicle weights. It's RPO code is "MT1" and has been domestically manufactured in GM's Ypsilanti and Willow Run plants.

The 4L80 features ratios in each gear as follows: 
First: 2.48, Second: 1.48, Third: 1.00, Fourth: 0.75, Reverse: 2.07

Maximum engine input torque for the 4L80 is 440 ft. lbs. and the maximum output torque is 885 ft. lbs. The case is die cast aluminum. The 4L80E was designed for vehicles up to 8000 lbs. GVWR and with engines up to 440 ft. lbs. of torque.

The 4L85 was designed for vehicles up to 16,500 lbs. GVWR and with engines up to 460 ft. lbs. of torque and towing capacity was up-rated to 22,000 LBS.

The 4L80 series require a shifter with a 7-position quadrant; P, R, N, OD, D, 2, 1.

The torque converter is a fluid turbine drive and like those on its predecessor transmissions; the TH350C, 700R4, and 4L60, the 4L80 features a lock-up pressure plate for direct mechanically coupled driving from the engine crank. The 4L80 features a 310 mm torque converter. As to length, this transmission is 26-1/4" long.

In 2006, GM superceded Dexron III as the recommended fill with Dexron VI, which is backwards compatible with the earlier versions. The transmission typically accepts a 6.3 quart fill. It features a dry weight of 254 lbs. and can weight up to ~268 lbs. full. Like earlier automatics, the 4L80 features one line pressure tap available for testing and diagnostic purposes. They also feature transmission cooling ports for (highly-recommended) external transmission oil coolers.

Development

It's impossible to cover the 4L80E without discussing the great TH400 transmission, from which it was directly developed. The TH400 was so enduring at GM and other marques, that it was actually the last hold-out of the old-school automatics without a lock-up torque converter or overdrive. Because of the expanding success of the 700R4 / 4L60E transmission, GM saw the writing was on the wall and a gap was recognized. The 700R4 was a pretty tough transmission, but not quite in the class of the TH400. GM needed a heavy-duty automatic overdrive.

4l80e_transmission_grayscale_cutaway

GM used as many TH400 parts and designs as possible in the 4L80E, but the added overdrive gear would require an extra gearset and slightly longer (~1-1/2") case. The rear tailhousing bolt pattern remained the same, but its indexing bore diameter was changed. Like the TH400, the 4L80E generally featured a large 32 spline output shaft in both the various 2wd and 4wd applications.

Like the other GM automatics, the 4L80E featured a die-cast aluminum case. Unlike the later 4L60E transmission, the 4L80E did not feature a removable bellhousing, but an integrated bellhousing with only the Chevrolet 90 degree engine bolt pattern being available.

In 1991 the 4L80E was rolled out in GM trucks, including the Sierra, Silverado, Suburban, etc. as well as the Hummer H1.

Though not entirely without glitches, the 4L80E was essentially successful and the transmission continued to be improved throughout its production span, with incremental changes entering as available.

The 4L85 transmission was introduced in 2002. Some of the differences included a 5-pinion output gearset and 5-pinion reaction gearset.

Though not a transmission development change, in 2006 GM specified a new transmission fluid formulation and required its use (for warranty) in the 4L80 series. Dexron VI superceded previous transmission fluids with claims of improved transmission performance and greater transmission and fluid life. 

Applications

Like the TH400, the 4L80E is intended to operate between the duty range of the 4L60E and the Allison series transmissions, and prior to the current high-powered light-duty (2500-3500 series) truck diesel revolution, Allison transmissions were essentially only used in the medium-duty class (4000 series) trucks. This made the 4L80E the go-to transmission of the era with the Big Block gas and diesel engines of the 1990's. In fact, prior to the advent of the GM Gen. III Vortec engines, the 4L80E was available only with the Big Block 7400 gas and 6.2L / 6.5L diesels.

The 4L80E & 4L85E were also mated to GM's new Duramax diesels, but with the advent of these engines came the resurgence of Allison automatic transmissions at General Motors, with many buyers opting for them due to their available duty ratings above the already generous 22,000 lb. rated load capacity of these HydraMatics.

As with its TH400 predecessor, the 4L80 transmission found its way not only into significant GM applications, but also into luxury marques, including Jaguar, Rolls Royce, Bentley, and Aston Martin, as well as less glorious vehicles such as school buses and motor homes.

4l80e_transmission_pass_side

In 2006, with the introduction of the landmark and innovative upstart, the 6L80 6-speed transmission, the 4L80 began to be replaced in several applications, which was, doubtless, GM engineers' ultimate intention. Yet, the 4L80 continued use in GM's truck line-up like in 2007 when it was introduced into the Suburban and Yukon XL vehicles with the 6.0L engine.

The 4L80's staying power found it installed in several vehicles through 2009, such as the G-series vans, the AM General Hummvee, the W-Series, Isuzu and Workhorse chassis trucks.

Technology

4l80e_transmission_top_viewAll 4L80E transmission use electronic controls; typically from the Powertrain Control Module. Some vehicles have shift maps that are selectable by the driver based on usage, such as towing. A portion of the PCM's strategy is shift stabilization, which reduces hunting.

The torque converter, in factory applications, is controlled by a PWM lockup solenoid for smooth lockup action. However, many performance enthusiasts prefer to reprogram the 4L80E to run as a simple on-off solenoid.

In 2004, the H1 received a 4L80E with its own dedicated T42 transmission computer. The transmission also received an improved Park/Neutral safety switch and improved transmission line pressure solenoid. Other GM applications were to follow.

The Transmission Control Module (TCM) is an adaptive learning, computer integrated into the valve body of the transmission and communicates with the Engine Control Module via the onboard vehicle CAN bus network. This is both a return to and a departure from previous automotive control systems in the industry in that earlier electronic transmissions used a separate control module, later to be integrated into the Engine Control Modules which were thus termed Powertrain Control Modules. Now, the high-speed CAN network allows a high rate of data sharing between the units to achieve a collaboration between both engine and transmission functions.

Because the 4L80 transmissions are sometimes used in conversion applications with earlier, non-PCM controlled engines, GM and aftermarket control modules are required and used to control the operation of the transmission in these scenarios.

Speed Sensing

The 4L80E transmission may feature two speed sensors, one for turbine input speed and one for output speed. It uses the Input Speed Sensor to monitor input speeds to compare against engine speed and output Shaft Sensor speed, using this data to adjust shift speeds under instantly detectable conditions. The PCM can command the engine to momentarily drop power during a shift if there's a possibility of clutch damage - a too-common problem in transmissions of other makes. Shift stabilization is achieved through these and similar strategies. Grade braking and clutch line pressure (for greater holding power) are additionally great features that are activated by Tow / Haul mode on the truck platforms.

Because the transmission requires a speed signal for shift control, conversion installers should be aware of their different configurations. 1991 - 1996 4L80E's should feature a speed sensor at the driver's side rear portion of the case, whether they are 2wd or 4wd applications. 1997 and later 4wd applications may omit the rear sensor as this data is available from the transfer case output shaft in factory applications. For the purposes of some adaptations, this omitted sensor and its internal reluctor ring may need to be installed by a transmission building professional for proper operation.

4l80e_transmission_drivers_side

Engine Compatibility

While the 4L80 is generally mechanically compatible with Chevrolet style GM engines, it does require a transmission controller. That controller may be the factory-integrated with the PCM as on 1991-1999 TBI & Gen II engines, with the 1999-2007 Gen III engines, or the 2007+ Gen IV engines. Or, the controller can be an external GM or aftermarket unit designed for earlier engines.

It should be noted here that Gen IV style 4L80's do not mix and match well, as they have an integrated Transmission Control Module and require a CAN bus network signal to an appropriately matched engine combination.

Jeep Conversions

The 4L80 is doubtless a very successful OEM transmission, and a terrific conversion transmission in the right Jeeps and situations. However, with its 26-1/4" length, it is a longer transmission and is not compatible with short-wheelbase Jeeps such as the CJ5 in any scenario, or CJ7's if they have a lot of suspension lift.

Transfer Case Adaptability

4l80e_adapted_to_dana300_new_process

The 4L80, adapted and ready for a Jeep Dana 300 and the Jeep New Process transfer cases.

This transmission makes an excellent conversion transmission due to its adaptability into most Jeeps longer than CJ5s. Both 2wd and 4wd versions of the 4L80 can be used equally well, and there are no inherent advantages to either one once you have installed our adapter assembly.

2wd transmissions feature conical shaped tailhousings and an output yoke, which are replaced with a typically shorter 4wd style output shaft of varying lengths and spline counts, depending on the application. The HydraMatic can be adapted to the popular Jeep transfer cases, including the:

  • Dana 300, 1980-1986

  • New Process Jeep 208, 219 & 229

  • New Process 231, 241OR, 242 & 249

Essentially all factory GM 4wd applications available with an OEM configured 4L80 have adapters and transfer cases that are prohibitively long for a Jeep, and transfer cases whose sizes and gearing fall short of desirable for most Jeep applications.

Summary

The 4L80 has left us aficionados very impressed. It's an intelligently-designed and implemented transmission from GM and has a terrific record in GM and conversion situations.

Sources

  • The Novak Archive
  • GM Powertrain
  • Wikipedia
Sours: http://www.novak-adapt.com/knowledge/transmissions/automatic/4l80e

34678QA - 4L80E USED 2WD OUTPUT SHAFT

34678QA
34678QA

ABOUT BUFFALO ENGINE

BUFFALO ENGINE COMPONENTS, INC. (BEC) IS A MULTI-FACETED, FAMILY OWNED AND OPERATED CORPORATION.

ESTABLISHED IN 1981, BUFFALO ENGINE COMPONENTS BUYS AND SELLS NEW AND USED AUTOMOTIVE PARTS AND CORES IN MANY INDUSTRIES.  BEC PROVIDES AUTOMOTIVE COMPONENTS TO LOCAL AUTO SHOPS, LOCAL DISTRIBUTORS, WALK-IN CUSTOMERS, AND TO LARGE REMANUFACTURING COMPANIES.

BUYING AND SELLING AUTOMOTIVE SCRAP METAL HAS ADDED TO OUR DIVERSITY.  WE NOW HAVE AN ALUMINUM SWEAT FURNACE DIVISION WHERE WE ARE ABLE TO MELT DOWN OUR OWN RECYCLED ALUMINUM FOR RESALE AND REUSE.

OUR TRANSMISSION RETAIL SHOP IS NOW AVAILABLE ONLINE, ALLOWING CUSTOMERS AN EASY WAY TO BROWSE OUR CATALOG AND SHOP OUR PRODUCTS FROM HOME.  WE LOOK FORWARD TO GROWING OUR BUSINESS AND APPRECIATE OUR CUSTOMERS' SUPPORT.  FEEL FREE TO CALL OUR SHOP AT 716-893-2661 IF YOU HAVE ANY QUESTIONS ABOUT OUR PRODUCTS.

WELCOME TO OUR FAMILY BUSINESS.  WE LOOK FORWARD TO SERVING YOU AND DON'T FORGET, WE ANSWER YOUR CALL!

 

CORE CHARGES AND WARRANTIES

 

WARRANTIES

WARRANTIES ARE ONLY OFFERED ON REMANUFACTURED TORQUE CONVERTERS.  PLEASE RESPOND TO YOUR CONFIRMATION EMAIL FROM AN @BUFFALOENGINE.COM EMAIL ADDRESS OR CALL OUR OFFICE TO START YOUR WARRANTY PROCESS.

WARRANTIES ARE ONLY VALID FOR REPLACEMENT, WARRANTIES FOR CREDIT ARE NOT AUTHORIZED.  REPLACEMENT PRODUCT WILL BE SHIPPED UPON RECEIPT OF DEFECTIVE UNIT.  IF YOU NEED THE REPLACEMENT UNIT FASTER, WE MAY ASK YOU TO PURCHASE THE PRODUCT AGAIN, AND WE WILL GRANT YOU A FULL CREDIT UPON VERIFICATION OF THE WARRANTY.  

WARRANTIES ONLY COVER THE COST OF THE REPLACEMENT CONVERTER.  BUFFALO ENGINE COMPONENTS IS NOT RESPONSIBLE FOR REFUNDING THE COST OF ADDITIONAL PARTS OR LABOR.

CORE CHARGES

CORE CHARGES ARE CHARGED ON SOME OF OUR MORE CRITICAL CORE CONVERTERS.  THE PRICE WILL BE LISTED AS THE "HANDLING FEE" AND WILL BE CLASSIFIED UNDER SHIPPING COSTS.

IF YOU WISH TO RECEIVE CREDIT, YOU MAY SHIP THE CORE BACK AT YOUR OWN EXPENSE.  FULL CREDIT WILL BE ISSUED TO THE ORIGINAL CARD AFTER RECEIPT.

ANY CRITICAL CORE CONVERTERS ($200 CORE CHARGE) WILL INCLUDE A RETURN TAG FOR YOU TO RETURN THE CORE AT NO EXTRA CHARGE.  CREDIT WILL BE ISSUED UPON RECEIPT OF CORE BACK TO YOUR ORIGINAL CARD.  

RETURNS AND REFUNDS

 

RETURNS

IF YOU RECEIVED A DAMAGED OR INCORRECT PART, PLEASE CONTACT OUR OFFICE VIA PHONE OR EMAIL WITHIN 5 BUSINESS DAYS.  YOU MAY RESPOND TO THE CONFIRMATION EMAIL WITH THE @BUFFALOENGINE.COM EMAIL ADDRESS FOR INFORMATION.

RETURNS ARE ONLY AUTHORIZED ON UNOPENED AND UNUSED COMPONENTS.  HAVE YOUR SALES ORDER OR RECEIPT NUMBER ON HAND WHEN CONTACTING OUR OFFICE.

REFUNDS AND CREDITS

A 20% RESTOCKING FEE APPLIES TO ALL RETURNS UNLESS BUFFALO ENGINE IS RESPONSIBLE FOR THE ERROR.  ALL SHIPPING COSTS WILL BE DEDUCTED FROM THE FINAL REFUND AMOUNT.

ORDERS OLDER THAN 30 DAYS ARE NOT ELIGIBLE FOR REFUND.  BEC RESERVES THE RIGHT TO DENY ANY ATTEMPT TO RETURN A PRODUCT AFTER THIS PERIOD.

CREDITS MAY ONLY BE ISSUED BACK TO THE ORIGINAL CARD USED FOR PURCHASE.

USED PRODUCTS

 

HARD PARTS

THESE PARTS ARE LISTED AS "CHECKED GOOD USED."  THESE PRODUCTS HAVE NOT BEEN TESTED (UNLESS OTHERWISE STATED ON THE PART PAGE).  INTERIOR COMPONENTS ARE NOT GUARANTEED TO BE ALL PRESENT OR ASSEMBLED CORRECTLY.  WE RECOMMEND CHECKING ASSEMBLY AND WEAR OF ALL INTERIOR COMPONENTS PRIOR TO INSTALLATION.  BEC RECOMMENDS REPLACING ALL BUSHINGS, SEALS AND FRICTION CLUTCHES AT MINIMUM.

WE UNDERSTAND THAT WE CANNOT GUARANTEE EVERY USED PART IS IN WORKING CONDITION.  IF YOU RECEIVE A PRODUCT NOT UP TO YOUR SATISFACTION, FEEL FREE TO CONTACT US FOR A REPLACEMENT PART OR CREDIT FOR YOUR ORDER.

IF YOU HAVE ANY QUESTIONS ON PART APPLICATIONS, PLEASE CALL OUR OFFICE AT 716-893-2661 AND ASK TO SPEAK WITH THE TRANSMISSION DEPARTMENT.

RETURNS

RETURNS ON USED HARD PARTS THAT HAVE NOT BEEN INSTALLED ARE VALID WITHIN 30 DAYS OF PURCHASE.  ANY RETURNS AFTER 30 DAYS WILL BE DENIED.  USED PARTS ARE ALSO SUBJECT TO A 20% RESTOCK FEE FOR EACH RETURN.  FREIGHT CHARGES WILL BE DEDUCTED FROM THE CREDIT AMOUNT.

BEC RESERVES THE RIGHT TO DENY CREDIT TO ANY USED PART THAT HAS BEEN INSTALLED, OR ANY PRODUCT WE DETERMINE DOES NOT MATCH THE PRODUCT THAT WAS SENT OUT.

$ 40.00

 BEC #:

34678QA

 TRANSMISSIONS:

4L80E

 PART TYPE:

OUTPUT SHAFT, 2WD

 LENGTH:

8-1/8"

 NOTES:

BOLT ON YOKE, WITH LUBE HOLE, WITH O-RING

 YEARS:

1991-96

 BRAND:

GOOD USED

Call Us Today!

Sign up for our newsletter

ABOUT BUFFALO ENGINE

BUFFALO ENGINE COMPONENTS, INC. (BEC) IS A MULTI-FACETED, FAMILY OWNED AND OPERATED CORPORATION.

ESTABLISHED IN 1981, BUFFALO ENGINE COMPONENTS BUYS AND SELLS NEW AND USED AUTOMOTIVE PARTS AND CORES IN MANY INDUSTRIES.  BEC PROVIDES AUTOMOTIVE COMPONENTS TO LOCAL AUTO SHOPS, LOCAL DISTRIBUTORS, WALK-IN CUSTOMERS, AND TO LARGE REMANUFACTURING COMPANIES.

BUYING AND SELLING AUTOMOTIVE SCRAP METAL HAS ADDED TO OUR DIVERSITY.  WE NOW HAVE AN ALUMINUM SWEAT FURNACE DIVISION WHERE WE ARE ABLE TO MELT DOWN OUR OWN RECYCLED ALUMINUM FOR RESALE AND REUSE.

OUR TRANSMISSION RETAIL SHOP IS NOW AVAILABLE ONLINE, ALLOWING CUSTOMERS AN EASY WAY TO BROWSE OUR CATALOG AND SHOP OUR PRODUCTS FROM HOME.  WE LOOK FORWARD TO GROWING OUR BUSINESS AND APPRECIATE OUR CUSTOMERS' SUPPORT.  FEEL FREE TO CALL OUR SHOP AT 716-893-2661 IF YOU HAVE ANY QUESTIONS ABOUT OUR PRODUCTS.

WELCOME TO OUR FAMILY BUSINESS.  WE LOOK FORWARD TO SERVING YOU AND DON'T FORGET, WE ANSWER YOUR CALL!

 

CORE CHARGES AND WARRANTIES

 

WARRANTIES

WARRANTIES ARE ONLY OFFERED ON REMANUFACTURED TORQUE CONVERTERS.  PLEASE RESPOND TO YOUR CONFIRMATION EMAIL FROM AN @BUFFALOENGINE.COM EMAIL ADDRESS OR CALL OUR OFFICE TO START YOUR WARRANTY PROCESS.

WARRANTIES ARE ONLY VALID FOR REPLACEMENT, WARRANTIES FOR CREDIT ARE NOT AUTHORIZED.  REPLACEMENT PRODUCT WILL BE SHIPPED UPON RECEIPT OF DEFECTIVE UNIT.  IF YOU NEED THE REPLACEMENT UNIT FASTER, WE MAY ASK YOU TO PURCHASE THE PRODUCT AGAIN, AND WE WILL GRANT YOU A FULL CREDIT UPON VERIFICATION OF THE WARRANTY.  

WARRANTIES ONLY COVER THE COST OF THE REPLACEMENT CONVERTER.  BUFFALO ENGINE COMPONENTS IS NOT RESPONSIBLE FOR REFUNDING THE COST OF ADDITIONAL PARTS OR LABOR.

CORE CHARGES

CORE CHARGES ARE CHARGED ON SOME OF OUR MORE CRITICAL CORE CONVERTERS.  THE PRICE WILL BE LISTED AS THE "HANDLING FEE" AND WILL BE CLASSIFIED UNDER SHIPPING COSTS.

IF YOU WISH TO RECEIVE CREDIT, YOU MAY SHIP THE CORE BACK AT YOUR OWN EXPENSE.  FULL CREDIT WILL BE ISSUED TO THE ORIGINAL CARD AFTER RECEIPT.

ANY CRITICAL CORE CONVERTERS ($200 CORE CHARGE) WILL INCLUDE A RETURN TAG FOR YOU TO RETURN THE CORE AT NO EXTRA CHARGE.  CREDIT WILL BE ISSUED UPON RECEIPT OF CORE BACK TO YOUR ORIGINAL CARD.  

RETURNS AND REFUNDS

 

RETURNS

IF YOU RECEIVED A DAMAGED OR INCORRECT PART, PLEASE CONTACT OUR OFFICE VIA PHONE OR EMAIL WITHIN 5 BUSINESS DAYS.  YOU MAY RESPOND TO THE CONFIRMATION EMAIL WITH THE @BUFFALOENGINE.COM EMAIL ADDRESS FOR INFORMATION.

RETURNS ARE ONLY AUTHORIZED ON UNOPENED AND UNUSED COMPONENTS.  HAVE YOUR SALES ORDER OR RECEIPT NUMBER ON HAND WHEN CONTACTING OUR OFFICE.

REFUNDS AND CREDITS

A 20% RESTOCKING FEE APPLIES TO ALL RETURNS UNLESS BUFFALO ENGINE IS RESPONSIBLE FOR THE ERROR.  ALL SHIPPING COSTS WILL BE DEDUCTED FROM THE FINAL REFUND AMOUNT.

ORDERS OLDER THAN 30 DAYS ARE NOT ELIGIBLE FOR REFUND.  BEC RESERVES THE RIGHT TO DENY ANY ATTEMPT TO RETURN A PRODUCT AFTER THIS PERIOD.

CREDITS MAY ONLY BE ISSUED BACK TO THE ORIGINAL CARD USED FOR PURCHASE.

USED PRODUCTS

 

HARD PARTS

THESE PARTS ARE LISTED AS "CHECKED GOOD USED."  THESE PRODUCTS HAVE NOT BEEN TESTED (UNLESS OTHERWISE STATED ON THE PART PAGE).  INTERIOR COMPONENTS ARE NOT GUARANTEED TO BE ALL PRESENT OR ASSEMBLED CORRECTLY.  WE RECOMMEND CHECKING ASSEMBLY AND WEAR OF ALL INTERIOR COMPONENTS PRIOR TO INSTALLATION.  BEC RECOMMENDS REPLACING ALL BUSHINGS, SEALS AND FRICTION CLUTCHES AT MINIMUM.

WE UNDERSTAND THAT WE CANNOT GUARANTEE EVERY USED PART IS IN WORKING CONDITION.  IF YOU RECEIVE A PRODUCT NOT UP TO YOUR SATISFACTION, FEEL FREE TO CONTACT US FOR A REPLACEMENT PART OR CREDIT FOR YOUR ORDER.

IF YOU HAVE ANY QUESTIONS ON PART APPLICATIONS, PLEASE CALL OUR OFFICE AT 716-893-2661 AND ASK TO SPEAK WITH THE TRANSMISSION DEPARTMENT.

RETURNS

RETURNS ON USED HARD PARTS THAT HAVE NOT BEEN INSTALLED ARE VALID WITHIN 30 DAYS OF PURCHASE.  ANY RETURNS AFTER 30 DAYS WILL BE DENIED.  USED PARTS ARE ALSO SUBJECT TO A 20% RESTOCK FEE FOR EACH RETURN.  FREIGHT CHARGES WILL BE DEDUCTED FROM THE CREDIT AMOUNT.

BEC RESERVES THE RIGHT TO DENY CREDIT TO ANY USED PART THAT HAS BEEN INSTALLED, OR ANY PRODUCT WE DETERMINE DOES NOT MATCH THE PRODUCT THAT WAS SENT OUT.

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Sours: https://www.buffaloengine.com/catalog/p-104376/34678qa-4l80e-used-2wd-output-shaft
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4L80E

Adapting the 4L80E

 

There are 3 different output shafts for 4L80E transmissions, all 32 spline:

 

Output sticks out ~2-7/8” from the end of the transmission case: This is the only 4WD output shaft and basically works like a TH400 with the ~2-1/2” shaft
 

How to use with 203/205 doubler: Use stock 4WD adapter.  Drill/tap six bolt transfer case pattern into face of NP203, plug up stock holes and make a tab to hold down the idler shaft.

How to use with Magnum underdrive system: Use stock 4WD adapter, the Magnum box bolts directly to either of those.

How to use with NP205 alone: Use long 32 spline input gear in NP205 in conjunction with the TH400/NP205 adapter that matches the NP205 bolt pattern, index diameter needs to be turned down to 4.8”. Or use one of our 4l80e/NP205 adapters.

 

 

 

Output sticks out ~6-1/4” from the end of the transmission case: This is the 2WD shaft used in GM’s light duty trucks, this output shaft is not useful for 4WD applications and the output shaft must be changed.

 
 

 

Output sticks out ~7-5/8” from the end of the transmission case:  This shaft is often referred to as the RV shaft, though we’re not sure if that application is accurate.  It is splined the entire way and can be cut down to any of the TH400 output shaft lengths.  By turning the index diameter down to 4.8”, 1984 and older (85+ will interfier with transmission pan) TH400 adapters will work on a 4L80E, see TH400 options for adaptability.

Sours: https://www.offroaddesign.com/tech/offroad-design-transmission-knowledge/offroad-design-4l80e-technical-information
rollerize the output shaft of your 4L80e on the cheap!

5. GM 4L80E

 GM 4L80E Transmissions 

This transmission is similar to the TH400 except that it is electronically controlled and has an overdrive. This transmission does not use a reluctor ring like the 4L60E. The 4L80E transmission is normally equipped with an internal reluctor ring on both the transmission input shaft and output shaft. The computer takes both of these readings in for the proper shifting and operation of this transmission. We have always ignored the reluctor ring requirement for this transmission since it is internally regulated. We now know that the rear reluctor ring is not always installed into the transmission. The basic rule of thumb is 4WD transmissions up to 1996 should have a rear reluctor ring in the main transmission case. All 2WD transmissions should have the rear reluctor in the main transmission case. The 1997 & newer 4WD 4L80E transmissions have a sensor provision; however, the reluctor ring in the transmission is left out. The tailhousing bolt pattern is the same as the TH400, but indexed with a different diameter. 

There are several lengths of the stock 2WD transmission output shaft, but only one length of the 4WD. The 1st gear ratio is 2.482; 2nd 1.482; 3rd 1.1, and a 4th gear ratio of .75. This transmission was designed by GM to replace the GM TH400 transmission. Like the TH400, the 4L80E has a 32 spline output shaft. 

Forward Speeds               ....           4  

Dates Produced                ....           1991 - 2003 

Manufacturer    ....           General Motors                                 

Case Length       ....           26.00

Bellhousing Length          ...            Integral 

Over All Length....           26.00

Case Material    ...            Aluminum                            

Output Shaft Spline        ....           32                            

1st Gear Ratio    ....           2.48

2nd Gear Ratio  ....           1.48

3rd Gear Ratio   ....           1.00

4th Gear Ratio   ....           .75

Reverse Gear Ratio         ....           2.08                         

Transmission Weight      ....           255

Max Engine Torque         ....           440

Fluid Type          ....           Dextron VI

Fluid Capacity    ....           6.3 Qts

Gross Vehicle Weight Rated        ....           18,000

Sours: https://www.advanceadapters.com/tech-vault/5-gm-4l80e/

Output shaft 4l80

ATI Performance Products® is proud to introduce two new output shafts and an extension housing for 4L80E & 4L85E transmissions. These new shafts are made from 300M material, with a 4140HT splined hub, rated to over 1,500 horsepower, and are 100% made in house. 705240 is a standard 4L length and 705241 is 1.847" shorter than OEM, for used with the ATI heavy duty cast aluminum roller bearing tail housing (Part # 701935). ATI’s 2-piece 300M Output Shafts will work with OEM and aftermarket cases.

ATI also has a variety of complete 4L85E Street Rod Packages that can handle from 700 to 1,500 horsepower and will fit most GM, Ford, and Chrysler engines along with the popular Toyota 2JZ.

ATI Performance Products is located in Baltimore, MD, and specializes in producing and maintaining high performance products for street and strip applications. Over the years ATI has earned a reputation for its cutting- edge technology, attention to detail, and rigorous testing under race conditions. For more information please visit www.atiracing.com or call 410-298-4343.                                

 

Sours: http://atiracing.com/links/pr/2018/03_4L80E_4L85E_outputs/
How to: 4L80e output shaft disassembly

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