4L80E & 2nd Gear TCC Lock

[Will L.]

Yeah, driveline retarder is a great way to go. So is the zf. I vote we spend all your $ and put in both!

 

[FellowTraveler]

Ha! The Burb is definitely the keeper, but I *am* going to correct the 4L80E Better question is how much are y'all willing to pay for the 4L80E when I yank it! After all, I need to cut the cost of a ZF conversion somehow.

Oh, and WW, of all the people on here, I am just a tad surprised that you never looked into a driveline retarder rather than fry the brakes as SOP. Yes, sure friction brakes are relatively 'cheap' in the bigger picture, but there is no price one one's life when dealing with significant grade on a regular basis. Although, this is another discussion for another thread.

I suspect the ZF would be a costly effort, then there is the fact the ZF 8n comes in many different configurations which one is suitable for your application, I like the electro magnetic converter is it in all 8N's or, then you need a way to control the internal controller, interesting concept.

Drivetrain retarder you'll probably need a higher output gen/alt or duals.

 

[JayTheCPA]

I suspect the ZF would be a costly effort . . .

For a ZF 8HP, possibly. But seeing as nobody has a stand-alone controller or GM bell housing for the 8HP yet, it is not an option.

For a ZF6 manual, (aside from a parts scarcity issue) it is looking like an easy deal.
Only cost diferences of a ZF6 swap compared to a NV4500 are:
> trim the main driveshaft, new longer front driveshaft.
> might need to expand the tunnel to accomodate the bigger transmission (but then again, maybe not for my 8,600# suspension as it already sits up).
> modify the tranny's crossmember.

Aside from those items, it is pretty much the same as a NV4500 swap.

Drivetrain retarder . . . probably need a higher output gen/alt or duals.

Yes, the alternator capacity will need proper sizing and I already have a bracket if we decide on going the dual alternator route.

 

[FellowTraveler]

The 6L90e conversion I've read that when you let off the throttle this transmission brakes. Keep in mind the stock 6L80/90e has less torque capacity than the 4L80e stock." Upgrade prices on these transmissions are about the same and stand alone controllers are available.
You don't want to do gear-sets so narrow larger tire diameter might be an option say 255-85-16e 33.5" or 31.5" @ 50 psi any wider = more drag.

NV4500/5600 manual conversion could be done if you can find a doner GMT400 vehicle.

Brake retarders '8.8k electromagnetic' start @ $10k + controller.

 

[tanman_2006]

I like the 6l90, we beat one pretty hard in a '13 6.0l K3500 with a cam, headers, and tune. Much better option than a 6 speed 4l80 imo