Features and Benefits:
In this Suncoast category 3 4L80E rebuild kit we have one singular upgrade when comparing it to our category 2 4L80E rebuild kit and that is the main shaft. In this category 3 4L80E rebuild kit we have upgraded the main shaft to a billet 300m shaft to improve reliability.
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 4L80-E was heavily based on the TH400 first produced in October 1963, adding electronic controls and an overdriven fourth gear. 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 it's 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 busing.
GM 4L80-E and 4L85-E 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.
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.
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, 4L80-E and 4L85-E units. This upgraded heavy duty case bushing kit combines the tried and true no-walk case bushing with a high quality thrust bearing that replace 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 4L80-E and 4L85-E 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.
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, 4L80-E and 4L85-E 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.
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.
Upgrading the mainshaft
Main shaft failure is a common problem in performance and heavy duty GM 400, 4L80-E and 4L85-E units. This new upgraded billet main shaft is manufactured from high strength 300M with proprietary heat treatment and post heat treat processing for exceptional performance, durability and value. This shaft is recommended for applications up to 1,000HP. For extreme horsepower applications, we recommend extreme duty main shaft the most durable 1” main shaft available.
Can be used to replace late 4L80-E solid shafts. However, check clearance between front of main shaft and rear of input shaft. It may be necessary to remove approximately .060" from front of main shaft or rear of input shaft.
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 a Transgo HD-2 shift calibration kit in these units. This kit includes the following:
This Transgo kit also features the following:
This kit also corrects and alleviates the following issues:
Upgraded torque converter
This SunCoast Category 3 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 torques converters.
These have a host of internal upgrades:
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 yours 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.
Lbs./Sq. Inch Pressure Required To Stop Flywheel In One Second
|OEM 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."
|KINETIC ENERGY (lb.-ft.)
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.
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