SuperSport Posted April 29, 2006 Report Share Posted April 29, 2006 Hopefully, there will be a 6L80 conversion soon also. Link to comment Share on other sites More sharing options...
adams2003 Posted April 29, 2006 Report Share Posted April 29, 2006 There is always going to be a weakest link but if you work with the guys that make the kit, maybe they will cut you a "deal" for being the first test pilot and let them use you as free advertising on the boards. A fully built 80E can handle just about anything you can throw at it as some have demonstrated. Anyone know the weight difference between the 65 and the 80? <{POST_SNAPBACK}> Already talked to them about that and supposevly theyve already done like two or three awd ss's. Plus they only sell the kit know, they no longer do installs. Link to comment Share on other sites More sharing options...
adams2003 Posted May 6, 2006 Report Share Posted May 6, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? Link to comment Share on other sites More sharing options...
zippy Posted May 6, 2006 Report Share Posted May 6, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. Link to comment Share on other sites More sharing options...
adams2003 Posted May 6, 2006 Report Share Posted May 6, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. Link to comment Share on other sites More sharing options...
zippy Posted May 6, 2006 Report Share Posted May 6, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. Link to comment Share on other sites More sharing options...
adams2003 Posted May 6, 2006 Report Share Posted May 6, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. <{POST_SNAPBACK}> The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. <{POST_SNAPBACK}> Wow, some strong feelings towards old chucky. I would like to ask what happened, but I better not. That's about what I was thinking as far as those power loss numbers go. But with the kind of power I wanna throw at it, I dont think it will matter to much. Ive heard that on the awd SSS we loose about 22% power to the wheels. I was thinking that with the 4L80 it would be around 27%, sound about right? Link to comment Share on other sites More sharing options...
zippy Posted May 6, 2006 Report Share Posted May 6, 2006 That would be correct. When we dyno'd detjoe's truck on the AWD dyno it was almost exactly 22% loss to the tires with his truck still stock. Link to comment Share on other sites More sharing options...
FLT Posted May 10, 2006 Report Share Posted May 10, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. <{POST_SNAPBACK}> The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. <{POST_SNAPBACK}> Link to comment Share on other sites More sharing options...
04CHASE Posted May 10, 2006 Report Share Posted May 10, 2006 Link to comment Share on other sites More sharing options...
FLT Posted May 10, 2006 Report Share Posted May 10, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. <{POST_SNAPBACK}> The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. <{POST_SNAPBACK}> Link to comment Share on other sites More sharing options...
adams2003 Posted May 10, 2006 Report Share Posted May 10, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. <{POST_SNAPBACK}> The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. <{POST_SNAPBACK}> <{POST_SNAPBACK}> Link to comment Share on other sites More sharing options...
kaotik1 Posted May 10, 2006 Report Share Posted May 10, 2006 How much power do you guys think the 4L60 output shaft can handle? Also if the ouput shaft broke, what could the affects be to my truck? <{POST_SNAPBACK}> The 4L60E has a standard output shaft and can break under hard shifts. The 4L65E output shaft is hardend and can also break from excessivly harsh shifts, but I only know of one ever breaking and it was because of the line pressure and shift timings he was using with the Zippy kit. From what I've found the weekest parts of the 65E in the case of the SSS trucks is the input drum (cracks right where the input shaft is pressed in), the pump (has been known to internally explode and fail), and the forward sprag (this is something that will break under a hard launch if you pre-load the trans too hard). As for the weight difference, if I recall from shipping the 80/85E is 50-75lbs heavier depending on torque converter choice. There is another advantage to the 80E that will be of a big help and that is the taller first gear. The guys running big power are running into traction problems and making the first gear taller will likely help the truck launch softer for the first 10 feet or so allowing it to get hooked and the suspension to transfer weight. The biggest drawback of the 80/85E is that it has a 4-7% higher parasitic drag meaning that you will lose some of your power to the tires when swapping to the bigger trans. <{POST_SNAPBACK}> Im sure this will sound stupid, but if I go with a 4L80 will the input drum, forward sprag etc. be stronger or are they using the same ones from the 4L65? FLT has a 2.75 first gear set for there 4L80.Finishlinetrans 2.75 seems really tall, but I do plan on making a ton of torque so maybe I could take advantage of it. Would FLT's 300m input shaft be worth upgrading to as well? Would that shaft work with this kit? So 4-7% higher parastic drag with the 4L80, what kind of % increase would that equate to (an estimate) as far as power loss % to the wheels compared to a 4L65? Thanks again zip, you the man. <{POST_SNAPBACK}> The 80E uses all together different parts from the 65E. You won't have to worry about those parts breaking. I would recomend just using the stock 2.48 gear that the 80E comes with as this will help with traction on the launch. Once you get into the 600hp and higher range the AWD that everyone loves actually begins to make it harder to hook than a 2wd with Cal Trac's and slicks. I am not familier with the input shaft from FLT and after my last encounter with Chuck I could care less if I ever saw another one of his products again. I'll never recomend anyone ever go see that **** for parts or a trans... the 4-7% higher parasitic drag is compared to the 65E. As an example if you had a 600RWHP truck with a 65E, you'd lose an estimated 24-42RWHP when going to the 80E. The upside to this is that with the 80E you can add parts to gain that power back and have less worry about breakage. For example if you were running a 150 shot of nitrous with your 65E, you could run a 250 or 300 shot of nitrous with a well built 80E and not have much worry about breakage. You pretty much can easily get back the amount of power loss from going to the 80E. <{POST_SNAPBACK}> <{POST_SNAPBACK}> WTF! Over??? Link to comment Share on other sites More sharing options...
FLT Posted May 10, 2006 Report Share Posted May 10, 2006 Hey Lippy, Wow, Big words from a keyboard tuff guy. It looks like my opinion of your Lippy shift kit got you upset for some reason, Imagine That!! Oh, your name calling, is that the best you come up with? Grow up!!! Chuck Link to comment Share on other sites More sharing options...
adams2003 Posted May 10, 2006 Report Share Posted May 10, 2006 Hey Lippy, Wow, Big words from a keyboard tuff guy. It looks like my opinion of your Lippy shift kit got you upset for some reason, Imagine That!! Oh, your name calling, is that the best you come up with? Grow up!!! Chuck <{POST_SNAPBACK}> Link to comment Share on other sites More sharing options...
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