4L80E or Gear Vendors ???

[TERMN8OR]

HELP !!!
Not sure which route to go. I have a 69 Camaro that currently is running a 502 and a TH400 trans. My rear is a 12 Bolt with a 3.73 ring. My rear tires are BFG KDW 285/45/20
I'm thinking that with this combo I'm not going to be happy with the performance on the highway. My TH400 unit is brand new, and I have not even drove the car yet.

If I'm not happy with this combo, what do you think ?? Should I install a gear vendors overdrive, or swap the TH400 for a 4l80E trans ?

HELP !!!!

[wayne70]

I have a Gear Vendor in my chevelle with a T400 and love it. With a 3:70 rear gear it take's to a 2:90 i think in overdrive,and you will get a rush out of the gear splitting. Only needed a little hammer work on the trans tunnel, still has the original console.

[TT302Z28]

The down side of the 4l80E is controlling it. The gear vendors unit makes your T400 a 6 speed by spliting the gears.

Have you considered a 4l60 non E? Just a TV cable and these will hold up to a lot of abuse.

If you have the T400 already though, stick with it and use the gear vendors. My buddy has one in a 69 Chevelle with a 427 and T400 and it is a kick to drive. Unbreakable too.

[1969CamaroRS]

4L80E with Paddle shifters:

http://www.twistmachine.com

[camrat68]

By the time you pop for the controller, trans, and paddle shifter you'll have slightly more than the cost of the Gear Vendor's OD but you'll have it all in one tough package. Either way, you'll have to add in the cost of a driveshaft as well.
With that said, I love the Gear Vendor's OD in my car. It's behind a full-manual Hughes TH400 and ATI 10" Treemaster. :D

Jim

[Jake's Performance]

Both are good options.

I think the 4L80E usually makes for better packaging.
GV is a tough option, keep in mind it needs fluid changes every 3000 miles though.


If you get ready for a tough 4L80E, I would be happy to help you out.

[Steve Chryssos]

The cost comparison between computer control and a Gear Vendors is apples to oranges. Also (this might sound funny coming from a paddle shifter manufacturer) the paddle shifter is not an essential part of the equation. It can be left out of the cost comparison or added later on at any time.

Best to think in terms of comparing a carburetor to electronic fuel injection. EFI has a high initial cost but offers greater resolution and function in terms of calibration and tuning.
The same is true for the 4L80E. You will be able to calibrate the 4L80E for your vehicle's exact specifications as well as your exact driving preferences. You also gain lock up torque converter control. Unlike, EFI setting up and tuning the 4L80E is extremely simple if you buy the right controller.

For example, you will be able to set up the 4L80E to match your rear tire diameter and final drive ratio. Likewise, the 4L80E uses a precise TPS sensor to read engine load. Not a vacuum modulator or TV cable.
If you've ever had a 700R4 with a late 1-2 shift (rev, rev, rev, BANG!) or an early 3-4 shift that causes lugging, tuning capability is an absolute dream come true. The right calibration will literally transform the personality of your vehicle.

It's so hard to convey that message with words. Once you've tried a custom calibrated electronic auto, you'll never go back. Obviously that means I'm biased. As far as I'm concerned, the only reason to go TH400/GV is because you already have a well built TH400 that you're happy with. And that's a good reason. Other than that, it's 4L80E all the way.

[critter]

Not to mention the 4L80e fits in places the GV unit won't. We installed a GV in a 68 GTO, no sweat. When I bought one to put in my TA (second gen) it wouldn't fit without cutting the main brace under the floor pans. I sold it and moved on.

Steve, check your email. I can send you a steering wheel and hub for a second gen TA along with a check for my unit. Get me an address.

[GetMore]

If you are really running a 285/45/20 I don't think you'll be totally unhappy with your gears and the TH-400. Those tires are roughly four inches taller than the standard tire for that car. It'll be the equivalent of running a 3.23 gear. (If I've guessed right.)

[TERMN8OR]

Thanks for all the info guy's. I'm probably going to go with the 4l80e.

[DeltaT]

Once you have a programmable tranny you will never go back to one that isn't. I love my 4L80E and have programmed it so that up to 47% throttle (that's where my secondaries open up on the EFI) it shifts like a regular GM sedan. But after that as you open the throttle more it gets progressively more towards the 'kill' setting with shifts that will set you back in the seat.

Spinning problem at the track? Program it to short-shift 1st and maybe a little off 2nd if you need it, then it's one less thing to worry about watching or doing when you make a pass. Road race? Get the paddle shifters and you've got complete control except it prevents you from 'stupid' or mechanically dangerous downshifts at too high an rpm.



IMO, best of all worlds, especially if you need something dead nutz reliable for some real power.

Jim

[TERMN8OR]

stupid question, but how do you program these and how hard is it to do ?

[critter]

Depends on the controller. My TCI unit comes with software and requires a laptop with a serial port. I think the Compushift has it's own controller. I'm sure those who know more can correct me if I'm wrong here. I've not done it yet since I don't have it installed yet but I can see where it can be as easy or difficult as you want it to be with the TCI software. I have a feeling it's going to depend on how much of a fine tune I want to put on it.

[Steve Chryssos]

Compushift has screws on the side of the TCU to adjust firmness and timing. Most people, however, go for the display tuner which lets you tweak those two parameters and much more from a small touch screen. Also we will interview you for vehicle specs and driving style, then supply the TCU with a base calibration to get you real close. Lifetime tech support is part of the deal.

It's easy. Really easy. And the harness is a piece of cake, too.

[turbo kid]

4l80e all the way.It locks the converter.Very nice on the e way with the ac on

[Roadrage David]

Once you have a programmable tranny you will never go back to one that isn't. I love my 4L80E and have programmed it so that up to 47% throttle (that's where my secondaries open up on the EFI) it shifts like a regular GM sedan. But after that as you open the throttle more it gets progressively more towards the 'kill' setting with shifts that will set you back in the seat.

Spinning problem at the track? Program it to short-shift 1st and maybe a little off 2nd if you need it, then it's one less thing to worry about watching or doing when you make a pass. Road race? Get the paddle shifters and you've got complete control except it prevents you from 'stupid' or mechanically dangerous downshifts at too high an rpm.

IMO, best of all worlds, especially if you need something dead nutz reliable for some real power.

Jim

Jim i would like a douwn shift at rpm as a aid to save my brakes in a 2 to 3 hour roadrace insted of loosing my brakes not being able to shift back and brake on the tranny gears.. Hensh the rezen i didnt toutch the 4l80e, and whent for the pos weak tr2004r witch actual lives!!! and saved my butt a couple of times at the end in the straight where i overshot my brake point and used the douwnshift preventing me from flying out befor entering the corner...
If they would make a 4l80e that would shift back in al the gears i would get it in a harth beat..............

[Jake's Performance]

A 4L80E does shift back all the gears....
If you move the shifter, it will downshift through all the gears, you can program it to do it manually as well.
A stock 95-up 4L80E can shift 1-2-3 while still in manual low with a controller...

[bijanmaleki]

I would like to see which way you go, lots of info here!!!