4L60 vs 4L85e...size??
 

Are the dimension for a 4L60 and a 4L85 the same ??

The reason I'm asking is I know a 4L60 will fit in my Barracuda with little/no tunnel mods....not sure about the 4L85e...

Average vs. HUGE and HEAVY!
 

Probably have to remanufacture the tunnel to get the '85E to fit.

RicG

I have Vinnie's car on a lift. If you would like me to take some 4L80E measurements, just give me a call.

Ned - we can look at your mock up trans and compare it to Rob's 4l65e when the correct bell housing arrives. One thing to keep in mind is the bellhousing's aren't interchangeable. The 4l60e has a removable 365 degree full bell. You're 4l80e to 6.1L HEMI adapter is different also (starter location).

Quicktime is working on a bellhousing. Only 3 to 4 weeks left (which is only about 9 months behind).

:mad: :mad: :mad: :mad:

Ned's post is from 12/07........fyi

doh! Bellhousing's are over rated anyway.

Steve whilst were talking about Fitment of the 80E, can you hook an 80e to a SB Ford?

We can certainly build the torque converter--which is the hard part. Bellhousing adaptation is easily handled by a simple dual bolt pattern plate. Unfortunately, we do not offer adapter plate kits.

Yeah I started with the 4L85e when the car was going to be a turbo car....now I'm starting to think that the 4L85 is overkill for the motor I have planned and will just rob alot of HP.

The motor plan is (at least right now) and 440 stroker motor (based on a modern 6.1 set up). So figure 600HP or so.

I've even been considering going manual. That was my original plan... then the turbo idea hit me...plus the wife wants an auto....but I love the manual.

But now I have an expensive adapter plate and a huge trans tunnel :)

So...any thoughts on the downside of sticking with the 4L85e would be great

I have not seen any evidence to support that 4L80E's rob more power than other transmissions. The three common complaints are weight, parasitic loss and overall size. The first two complaints can easily be attributed to stock, ginormus 4L80E torque converters. Once replaced with a true high performance 10" billet converter, the weight comes in line and the parasitic loss myth goes out the window. Hoover saw engine dyno and rear wheel dyno with a net loss of 20%. 575 flywheel and 460 rear wheel. And 4L80E's are simply not that much bigger than a 4L60E. They are just big enough to make room for beefier internals--and that's a good thing.

So, if you keep the 4L80E, just take solace in the fact that it will probably outlast the cars next two paint jobs. The only reason to get rid of it is because the Chrysler NAG1 transmission is a nice piece.