4L80e Transmission—All You Need to Know

The 4L80e transmission is one of the strongest and most reliable high-performance automatic transmissions built by General motors. And if you’re driving one of GM’s trucks like Sierra, Silverado, or Suburban, chances are you have the 4L80e. The transmission is known for delivering much power and can even be tweaked to grace more power.

Technically, there is more to this transmission, and that’s why we’ve put out this article together. Here, we will discuss how the transmission evolved, the cars it’s fitted into, common problems, and solutions. Follow us as we unleash more interesting information about the 4L80e.

4l80e transmission problems
Image credit: spprecision.com

4L80e transmission explained

The 4L80e transmission is a four-speed, electronically controlled automatic transmission built for longitudinal engines. It was built on the same platform the ever-true and tried TH400 was built. Hence, making the 4L80e very powerful.

The only difference is that the 4L80e featured additional upgrades like an overdrive gear, lock-up torque converter, and electronic controls. So technically, the 4L80e is the heavy-duty version of the TurboHydramatic TH400.

The 4L80e uses four forward gears and one reverse gear in the following ratios! First gear:2.48, second gear:1.48, third gear:1:0, fourth gear:0:75, and reverse gear:2.07. It has a maximum input torque of 440 lb-ft and a maximum output torque of 885 lbs-ft with a vehicle weight rating of 800 lbs.

Manufactured by General Motors in 1991, the 4L80e was used to replace the strong TH400, which was first built in 1964, though with additional upgrades. The 4L80e featured a die-cast aluminium case which accounts for its sturdiness. The 4L80e is 26.4 inches long and features 17 bolts.

The 4L80e transmission fluid capacity lurks at 6.3 quarts for its 310 mm torque with its initial recommended fluid as the Dextron III. However, GM, in 2006, recommended the Dexron VI outfacing the Dexron III. Without the transmission fluid, the 4L80e weighs 254 lbs, but with transmission fluid, it weighs up to 268 lbs.

GM’s 4L80e transmission uses one pressure which comes in handy in testing and diagnosis, plus cooling transmission ports for external transmission coolers. The transmission also features a 32-spline output shaft in both its two-wheel and four-wheel drive applications.

However, one cannot completely talk about the 4L80e without involving the powerful TH400. The TH400 no doubt had no lock-up converter and overdrive, in fact, it was the last GM transmission built without an overdrive and lock-up converter. The need for an overdrive and lock-up torque converter led to the production of the 700R4 transmission, later upgraded to the 4L60 and 4L60e.

However, while the 700R4/4L60e performed excellently, they were not as strong as the TH400. General Motors wanted a powerful automatic overdrive, hence, the introduction of the 4L80e. As stated above, the 4L80e used most parts of the TH400 but added overdrive gear, lockup converter, and electronic controls.

The addition of overdrive led to the increment of the 4L80e transmission case—about 1½ inches longer than the TH400. For the tail housing in the back, the bolt pattern still was the same. But, the indexing bore diameter got changed.

The 4L80e features two shifts of solenoids formerly known as the Shift A and Shift B solenoids. However, to conform to the OBD II regulations, they were later changed to 1-2 and 2-3 solenoids. With the PCM activating and deactivating the solenoid in a preset pattern, four gear ratios are established.

Furthermore, the 4L85Ee was produced in 2002 alongside the 4L80e, hence, appears similar. So the 4L80e transmission identification may be tricky, though possible to spot. But here is how to identify a 4L80e transmission; while the 4L80e comes with four pinion gears, the 4L80 uses five.

In 1991, the 4L80e was outfitted to GM trucks like the Sierra, Suburban, Silverado, and even the Hummer H1. The transmission was also fitted into luxury vehicles like Aston Martin, Royce, Jaguar, Bentley Royce, and other less stunning applications like vehicle homes and school buses.

GM, in 2006, with the upstart of the later 6L90e six-speed tranny started replacing the 4L80e in several applications. However, even with this development, the 4L80e still featured in GM’s truck; in fact, in 2007, it was outfitted to the Yukon XL and Suburban with the 6.0-liter engine.

The GM 4L80e transmission also found its way into several vehicles like the AM General Humvee, Isuzu, W-series, G-series van, and workhorse Chassis trucks throughout 2009. That said, here is a detailed list of cars that saw the 4L80e.

Read Also: Th400 vs. Th350 Transmission – In-depth Comparison


What are the common problems of the 4L80e transmission?

While the 4L80e is known for its power and reliability, it’s not flawless. Users have reportedly made complaints about the 4L80. So here are the most common 4L80e transmission problems.

Erratic upshifts

The 4L80e, according to users, shifts erratically, which happens at random engine speeds. And in other cases, the transmission will refuse to shift from first gear. This issue stems from input and output speed sensor failure. Here is what happens.

The 4L80e collects information on the appropriate time to shift using two sensors—the throttle position sensor (TPS) and the input speed sensor. The TPS sensor, also called the output sensor, is located on the throttle body, while the input sensor is found at the gear case by the driver’s side.

These sensors, primarily used for automobile speed calculation, are susceptible to failure due to their design. According to GM’s bulletin, the 4L80e utilized a poor open magnet design which causes transmission fluid to seep into these sensors, invariably damaging them. Hence, the erratic shifts.

Together with these erratic upshifts, the 4L80e control program will fail to back up shifting mode if you drive it too long with these faulty sensors. This invariably boosts the line pressure to its optimum level through the valves, thus generating hard shifts.

Transmission stuck in certain gear.

Here, the transmission will upshift but won’t downshift into lower gears; that is won’t go from 2 to 1 or from 3 to 2. Several components could cause this problem, but the most common is the shift solenoids.

The shift solenoids used on stock 4L80e do not have a screen in their intake port which causes dirt floating around the pan to enter into the tiny intake holes, jamming the solenoid open. Therefore, not allowing the plunger to slide into the valve’s body invariably preventing downshift to the successive lower hear.

The inability of transmission to downshift could also stem from a defective TCC, PSM, or the force motor solenoids, all of which are found in the valve body. While not a major culprit, they could also cause downshifting problems. You must, however, be certain they are the culprit before doing anything.

Low-grade torque converter issues

Drivers may experience overdrive, not shifting under acceleration or not holding up under heavy load. You may also feel your transmission shifting into overdrive but slips into third gear when you apply the throttle. When shifting manually, drivers may also notice erratic lugging in lower gear, especially the first. All of this is caused by the converter not locking up or locking up prematurely.

Typically, the stock torque isn’t built to withstand much weight on overdrive. For the overdrive to hold load, the torque converter must lock up. However, the torque converter will only lock up if the load is light. So once the transmission detects the heavy load on the overdrive, the converter won’t lock up, invariably not allowing the overdrive to hold the load.

Generally, the torque converter locks up to prevent slipping between the engine and transmission, which helps in better fuel economy and less emission when under light load.

Again, because the overdrive is a cruising gear and not a pulling gear, it literally can’t hold heavy weight. And as such, to prevent strain on the overdrive, the transmission would force the overdrive gear into the third gear when it detects the torque converter is not locking up due to heavy load.

Another reason the OD enters into third gear is the clutch. The 4L80e stock torque converter utilizes an internal clutch responsible for controlling the locking up of the torque converter. If this clutch fails, only the vehicle’s weight and torque needed to move it will force the TCC to unlock the torque converter.

Since the torque isn’t locked up, the transmission will assume there is too much load on the overdrive, invariably forcing the OD into third gear. The reason drivers experience erratic lugging in the lower gear, especially the first gear, is that the torque converter locks up prematurely. So while locking up the torque converter is important, prematurely locking may also cause issues shifting into lower gears.

Torque converter not locking up appropriate time

Users have also complained about their torque converter not locking up at the right time. According to some, the converter only locks up when driving over 68 mph with or without load. Generally, vehicles with up to 4.10 gears should lock up around 45-50 mph. This could be an electronic or mechanical fault in the transmission, such as a failing TPS or dirty MAF sensor.

Transmission overheating

Early 4L80e produced between 1991 and 1996 had their coolant line positioned just behind the bell housing. This design, however, doesn’t allow the rear planetary to get lubricated or cooled, resulting in overheating of this planetary during operation.

Overheating invariably damages transmission components like the clutch, seals, valve body, etc. The 1997+ versions were, however, modified so that the oil cooler is positioned behind the casing.

Torque converter clutch (TCC) failure

The TCC controls the torque converter on when to lock up. However, a defective TCC won’t allow the torque converter to lock up and, as such, cause the engine to spin faster at high speeds. Hence, consuming more fuel than required.

Again, if the torque converter stays locked due to a bad TCC when it’s not supposed to, the engine will stall as you stop your car. This happens because with the torque converter locked, the torque converter wouldn’t be able to disconnect the flow of power from the engine to the wheels.

How to fix 4L80e transmission problems

To fix the 4L80e problems, start by making a proper diagnosis to be sure you’re tackling the real culprit. However, after diagnosis, you may likely do one or some of the following:

  • Erratic shifting stems from faulty input and output speed sensors. Because these sensors’ open magnet design causes them to fail quickly, a good way to fix them is to replace them. Here, you need the updated and totally sealed designed speed sensors which you can buy from a GM dealership for about $30.
  • Gears unable to downshift often stem from failing solenoids due to their screenless design. To fix this, replace the solenoids controlling the 1-2 and 2-3 shifts with the updated version with a screen over the intake ports. The screen will help prevent dirt from clogging these solenoids. Each solenoid is sold for about $40. If the diagnosis proves that motor solenoids, TCC, and PSM are responsible for downshifting problems, they would also need replacement. These components are, however, more expensive than the shift solenoids. The motor solenoid alone may cost $200 or more.
  • For overdrive not accelerating, holding load, or shifting into third gear, the issue stems from a low-capacity torque converter. So here, you will need to replace with a high-performance lock-up converter. It’s important you replace it with a lock-up torque converter. Hence, the OD won’t hold load if the torque converter fails to lock up. Unfortunately, this repair is more expensive and time-consuming than the other 4L80e fixes. You may spend from $300-500 and up to 6-9 hours doing this.
  • For a torque converter not locking up on time, it could be a mechanic or electronic-ish. So the best way to detect the issue is to use a scan tool to detect the exact culprit and fix it accordingly.
  • For overheating transmission, the cooler line should stay behind the casing instead of the bell housing.
  • Repair faulty torque converter clutch

Is the 4L80e transmission good?

While not flawless, the 4L80 is one of the most powerful and reliable transmissions ever built by GM. It featured the same components the very strong TH400 used, which accounts for its toughness.

The addition of an overdrive allows for lower rpm while cruising, resulting in better fuel mileage, less noise, and decreased engine wear. Technically, its overdrive gear helps in boosting performance.

The transmission is compatible with many engines and can withstand almost any power thrown at it. In fact, it is built for heavy-duty engines. More importantly, the 4L80e design allows users to tweak the transmission to withstand more power.

By rebuilding a performance 4L80e transmission, you can be sure of using it for an engine outputting up to 700 HP. Technically, rebuilding can be done yourself if you know your way around and have the 4L80e transmission rebuild kit. 

If, however you can’t build even with a guide from the 4L80e transmission manual,  have a professional build one for you or buy an already built 4L80e. Many shops are offering a built 4L80e for sale. Basically, its sturdiness and ability to meet different engine needs and be tweaked make the 4L80e worth using. So now, you know the answer to this, is the 4L80e transmission good?

Frequently Asked Questions—FAQs

Which is better 4L80e or 4L60e

The 4L80e was produced alongside the 4L60e and are all four-speed transmissions, so basically, both have an overdrive. They both are also electronically controlled. But the 4L80e vs. 4L60e, which is better? The 4L80e is better. First, the 4L80e was built using the same components the strong TH400 used, making the 4L80e stronger than the 4L60e transmission.

Secondly, the 4L80e has a higher torque rating and can withstand more vehicle weight. While the 4L80e has a vehicle rating of 8000 lbs, the 4L60e can only withstand 6000 lbs. So basically, the 4L80e is stronger and withstands more vehicle weight and engine power than the 4L60e.

But don’t get it twisted; while the 4L80e outperforms the 4L60e, which is better for you, depends on your vehicle. The transmission torque should match your engine power. If your engine can’t withstand it, it may lead to engine failure and other vehicle issues.

How much power can a 4L80e handle

The power a 4L80e can withstand depends on the 4L80e you have—stock or built. While a stock 4L80e can withstand up to 400-450 HP, a rebuilt 4L80e can hold up to 650-1000 hp or more. Usually, a built 4L80e transmission can withstand more power than a stock since they are built with much upgraded parts.

Technically, you can rebuild your stock 4L80e to handle more power which is much cheaper than rebuilding from scratch. If you don’t have a stock 4L80e, you could get a used 4L80e and upgrade some parts. Many shops offer a used 4L80e transmission for sale. However, 4L80e rebuilt from scratch will usually handle more power, though expensive.

For example, the monster 4L80e transmission from Monster offers users a range of heavy performance ratings so that users can make choices. Depending on your vehicle’s horsepower, you could opt for a mild, heavy-duty supersport and an SS extreme 4L80e transmission from Monster.

What vehicles use the 4L80e?

So what vehicles have 4L80e transmission? Most GM heavy trucks featured the 4L80e, which includes Sierra, Suburban, Yukon XL, and Silverado. Even the Hummer H1 featured the 4L80e. The transmission was also found in many luxury cars like the Aston Martin, Royce Rolls, Bentley Royce, and Jaguar.

Other less luxurious vehicles like school buses and motorhomes also feature the 4L80e. The AM General Humvee, Isuzu, W-series, G-series van, and Workhorse Chassis truck were also outfitted with the 4L80. See the table above for detailed information on what vehicles have the 4L80e.

What is the strongest Chevy transmission?

The 10L90e is Chevy’s strongest transmission. Its performance is excellent and helps in providing better fuel efficiency. The transmission is a ten-speed automatic transmission and therefore has ten forward gears and is also controlled electronically.

The 10L90e is built for a longitudinal engine and has a total weight of 230 lbs, using the Dexron HP automatic transmission fluid as its recommended transmission fluid. It is compatible with only the Chevy Gen V performance engines like the LT1, LT4, and HT5. They are only compatible with these engines because their transfer case bell housing pattern only suits the Gen V.

What year did they stop making the 4L80e?

Production of the 4L80e stopped in 2013. However, while General Motors stopped producing the 4L80e since 2013, the transmission is still available for purchase. Many car guys have been rebuilding and remanufacturing the 4L80e using the stock 4L80e or new transmission parts.

So while a new stock 4L80e isn’t possible to get, you could get a built 4L80e transmission that even offers better performance. If, however, you’re keen to get the stock 4L80e, you would need to purchase a used one.

Many shops are offering used 4L80e for sale. So my typing used 4L80e transmission for sale near me, you should see a list of shops selling a used stock 4L80e and their prices. So technically, you could get one because people put up a used stock or a built 4L80e transmission for sale.

Is the Turbo 400 better than a 4L80e

The TH400 is not better than the 4L80e. While the 400 is known for its power, sturdiness, and durability, the 4L80e offers even more. Basically, the 4L80e used the same parts as the TH400, which makes the 4L80e as strong as the TH400 and even took it a step further.

Together with the TH400 strong components, the 4L80 featured an overdrive, lock-up torque converter, and electronic controls. So technically, the 4L80e is a revamped version of the TH400 and, therefore, more powerful and reliable.

What engines bolt up to the 4L80e?

The 4L80e transmission bolts up to the Chevrolet-style GM engines, especially the TBI, Gen II, III, and IV engines. However, while the transmission is mechanically compatible with these engines, it needs a transmission controller.

The 4L80e transmission controller could be integrated into the PCM from factory just like it was done on the 1991-1999 TBI and Gen II engines, 1999-2007 engines, and the Gen IV engines built in 2007 upwards. The controller could also be an external GM or aftermarket unit built for earlier engines.

It’s worth noting that the 4L80e built for Gen IV engines doesn’t match too well with other engines. These 4L80e versions utilize an integrated transmission controller and therefore need a CAN bus network to properly match up to an engine. The 4L80e can also bolt up to the LSI engine series only if a flexplate is used on the 4L80e with the standard 11.5-inch bolt pattern.

Is 4L80e good for towing?

The 4L80e is good for towing. However, the factory 4L80e may not be able to do this. So you may need to build the stock 4L80e with upgraded parts or rebuild from scratch, so it’s strong enough to do the job. Here, a heavy hauler, extreme duty, or a performance 4L80e transmission may suffice.

You could build one yourself or have a professional do it. There are also many car guys offering users-built 4L80e transmissions for sale. A good example is the Monster 4L80e transmission offering drivers different 4L80e ratings. Therefore users have a wide range of 4L80e to choose from.

Can you drive a 4L80e without a computer?

You can’t drive the 4L80e without a computer since the trans uses information from the PCM to make shifts.  So if you are outfitting the 4L80e to a non-ECM engine, your best bet is to convert it first to a manual 4L80e. To convert, you will need to install standalone controllers.

But why spend time and money setting up a standalone system that allows the 4L80e to work manually when you could get a manual 4L80 instead? To avoid these hassles, simply get a 4L80e for engines equipped with computers and a 4L80 for non-ECM engines. The manual 4L80 automatic transmission doesn’t require a computer to drive it.

Is the 4L80e 6-speed?

The 4L80e is not have a six-speed transmission. The 4L80e is a four-speed automatic transmission with four forward gears and one reverse gear. However, there are revamped versions of the 4L80e called the TCI 6X 6-speed GM automatic transmission.

This TCI 6-speed 4L80e utilizes six forward gears, which aid in faster acceleration and better fuel economy even at cruising speeds.  With the gears in the following ratios 2.97, 2.31, 1.57, 1.18, 1.00, and 0.75, they feature an aluminum casing, can take up to 12 quarts of automatic transmission fluid, and can withstand up to 850 horsepower. 

It is designed for applications like GM SBC, Pontiac, BBC, LS, and even Chrysler and Ford vehicles. The transmission’s versatility allows it to fit into several engines. It can be outfitted to the Chevy small block engines, big block engines, and the LS series engines. 

What does the E stand for in the 4L80e?

The E in the 4L80e stands for electronic control; that is, the transmission is controlled electronically. This means that for the transmission to function, it needs an Electronic Control Unit (ECU) to control shifting. Without an ECU, the tranny will not work.

Final Words

The 4L80e transmission is a powerful and reliable GM tranny. With 75% of its components as that of TH400, it’s not new, it is strong. The 4L80e is a TH400 with overdrive and electronic controls built for heavy-duty applications and fitted into GM trucks like the Sierra, Suburban, and Silverado. 

The Hummer H1 and other luxurious vehicles like the Bentley Royce and Aston Martin also use the 4L80e. While the GM 4L80e transmission can withstand up to 450HP, you can tweak it to get better power. With a well-built 4L80e, you can throw a 650-1000 hp engine at them without fear.

Osuagwu Solomon

Osuagwu Solomon is a certified mechanic with over a decade of experience in the mechanic garage, and he has over five years of experience in the writing industry. He started writing automotive articles to share his garage experience with car enthusiasts and armature mechanics. If he is not in the garage fixing challenging mechanical problems, he is writing automotive repair guides, buyer’s guides, and car and tools comparisons.

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