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Thanks for all the answers. Since the 4L80E fits it is going in. I rebuild them myself so the Craigslist special/shop minefield isn't a concern. As a side note....I am in Austin and it is absolutely stunning what shops are charging for automotive repair work here. It is even more stunning that...

It is a junkyard core( 4L80E). I think that the 4L60E is probably the best all around choice.

I don't know if the tunnel has room. Right now it has a th350 in it. Thanks for pointing that out.

Agree that the 80 is much stronger. GM never put it behind a 5.3 and I am curious about that.

It is a swap in a square body c10. The guy just wants it a a fun ride. I think the 4L60 would be better but I already have a 4l80 sitting in my garage and was wondering if it was too big for the 5.3 ( rotating mass).

Anyone run a 4L80E behind a 5.3? What would be the pros and cons as compared to a 4L60E. Thanks in advance

I looked at the Transgo shift kit instructions on their website. https://res.cloudinary.com/transgo/wbiss/sk/SK4L60E.pdf I see exactly what you are talking about with the ISO-CONV valve on page 4 of the instructions. They have 2 line ups: 1st uses a spring like you mention to push the valve...

That seems like it would eliminate afl regulation and send line pressure to the converter though.

From looking at the 4l60e hydraulics it seems TCC PWM solenoid modifies AFL oil to the be used as a signal to regulate line pressure oil lower for torque converter apply. I have seen guys leave off the end o ring of the TCCPWM solenoid and groove the land in between to allow AFL oil to pass at...

Great Thank You.

I hate to bug you but did you happen to check the MU 4l60 plate code?

OK thanks. So as long as I make sure that I have a 1995 separator plate it sounds like this combination will work. Am I correct in guessing that the 2 letter code stamped on the plate is the identifier? Worst case I will just get a trango plate for a 1995.

OK thanks. Specifically I have a 1993 Blazer(full size) with a 5.7L. It has a 16168625 ECM that has a 12 pin transmission plug hence no PWM torque converter but it has a PWM 3-2. The transmission case is stamped 3TAD0420 on the pan rail passenger side rear(the actual Tag is missing). So after...

I have a early one piece case 4L60E Tag 3TAD(1993 4.3L truck). My research indicates that this tag is a non PWM transmission It has a PWM pump and the valve body has a PWM solenoid for the torque converter circuit. I have no knowledge of the history or who put it together. Are these parts even...

@clinebarger I am going to be getting another 6L80 with converter failure this week and wonder if I could get the source for one of the Sonnax mod converters and a rough cost. Thanks

And while I have you. What is your take on the compensator feed system? Is one of its functions to act as an accumulator? In other words could the hard shifts be analogous to no accumulation in the older designs? I am wondering if I screwed up that **** piston dam seal. I also have a 2002 Avalon...

Also, Is the fluid level that critical? I effed up and overfilled the sh!t out of the thing because the torque converter was full already. Today i am going to suck a couple quarts out and pray to the transmission gods but we both know how that will turn out....I have overfilled transmissions in...

Yes I have ordered a seal sub kit for the 1234 35R drum knowing that I will be going back in. The clue is that 3rd bumps occasionally which is the 35R applying on top of the 1234 and of course the 5th bang is the 35R applying on top of the 456. So the 35R is the common factor there. I dont have...

Any 6l80 experts: I just rebuilt a 6L80 for a guy that drove for weeks with a grenading torque converter. Needless to say it was ugly. Burned up 1234 and 456 plus cracked 1234 piston. Also broke the 456 hub dampener and tore up both sides of the pump. Surprisingly the only valve that was stuck...

Bought the CK kit....or at least ordered it if they have one. Thanks