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6L80/90 Tech Thread

gt1guy said:
That's good to hear. I'm sure they haven't been babied. Who's converters do you run?
Click to expand...
Funny enough, we have both been running the stock converters. I have been thinking about jumping to the ZL1/CTSV converter.
gt1guy said:
Very interesting. Seems it could be tuned through HPTuners if the Holley thing isn't robust enough.
Click to expand...
It isn't necessarily about the robustness, It is more about the tuning parameters. From what I have been able to find in the Holley software, I cant adjust shift pressures or tcc lockout in specific gears yet. I am sure that is coming, but I may need to use HPtuners for those items, and have the holley system control the rest. My worry would be that the holley system would reflash over the HPtunes tune, and I would lose those changes.
 
broken4_racing said:
Funny enough, we have both been running the stock converters. I have been thinking about jumping to the ZL1/CTSV converter.

It isn't necessarily about the robustness, It is more about the tuning parameters. From what I have been able to find in the Holley software, I cant adjust shift pressures or tcc lockout in specific gears yet. I am sure that is coming, but I may need to use HPtuners for those items, and have the holley system control the rest. My worry would be that the holley system would reflash over the HPtunes tune, and I would lose those changes.
Click to expand...
The ctsv convertor is the one I'm going to use in my 6l80e... they will still wear out like the stock ones but supposedly have a better lock up.
 
broken4_racing said:
Funny enough, we have both been running the stock converters. I have been thinking about jumping to the ZL1/CTSV converter.

It isn't necessarily about the robustness, It is more about the tuning parameters. From what I have been able to find in the Holley software, I cant adjust shift pressures or tcc lockout in specific gears yet. I am sure that is coming, but I may need to use HPtuners for those items, and have the holley system control the rest. My worry would be that the holley system would reflash over the HPtunes tune, and I would lose those changes.
Click to expand...

I'm a big noob when it comes to tuning. Wouldn't it be wise to stick with one tuner for everything transmission? Just seems like adjusting some parameters with one and some other parameters with the other might have issues. I know the instructions say you can use either, so maybe it doesn't matter.
 
gt1guy said:
I'm a big noob when it comes to tuning. Wouldn't it be wise to stick with one tuner for everything transmission? Just seems like adjusting some parameters with one and some other parameters with the other might have issues. I know the instructions say you can use either, so maybe it doesn't matter.
Click to expand...
Oh absolutely it would. However, one of the keys to making these 6L80/90's last, is to increase the shift pressures, and to turn off the ttc lockup in gears 1-4. The ttc lockup in the lower gears has a massive impact on the longevity of the converters. Since those paramaters are important, if the Holley cannot adjust them (as of now, early 6L80 development), then I am looking at ways i can change them.
 
If you're sponsored by Holley, do you have a technical contact there that could help you ?
 
I don't see why Holley would be getting into the TCM tuning of the transmission since it is so complex.

I ended up using this book as a tuning guide: GM Transmission Guide
 
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Ghetto Fab. said:
Its also a timing issue. For every shift your releasing one clutch and applying another at essentially the same time. If you release the first clutch and take too long to apply the second, that creates a shift flare. If you apply the second clutch too soon the shift is too harsh and can damage the trans. The computer controls all that and the factory stuff will supposedly learn and adapt its timing for smooth firm shifts.
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Definitely true on this transmission. My 6L80 was having a very noticeable momentary bind after the initial 2-3 shift. It would then shift fine after the initial shift sequence. Finally I fixed it by disabling the Clutch Air Purge setting. I have a Sonnax Zip Kit and their updated 4-5-6 clutch which eliminates the wave plate and adds an extra friction. The extra clutch capacity in the 4-5-6 pack did not play well with the Clutch Air Purge setting turned on as it was momentarily in two gears at once.
 
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Can't speak for the Holley set up, only they can- bus (pun?)

I've used HP Tuners on the trans side and hand held tuners on the engine side.

Usually hand held first, then go see what changed with HP Tuners, then write the entire file.

Not sure if Holley and HP Tuners will work together but assume it will, since it's all CANBUS now.
 
broken4_racing said:
Hey Guys, Thought id jump in here. Myself and a buddy have been running the 6L80/90 in our ultra4 cars for the last 3-4 years. They have overall been awesome. Only failure has been not enough fluid.

I recently have been sponsored by Holley and am installing the Terminator Max with their new 6L80/90 controller. This links the 6L80/90 to their Terminator system. The biggest question I have, and not sure if anyone would know, is if this controller actually reflashes the tune on the TCM, or if it just alters the information being sent from the Terminator to the TCM.
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What mods/converter? I am running a 6/90 behind a 6.2ls and have a lsx454 waiting to go in. Truck weighs 8k on 40’s. I was told it needs to be modded to survive. Is this true?
 

6. GM 6L80E & 6L90E - Advance Adapters

6. GM 6L80E & 6L90E
advanceadapters.com advanceadapters.com

This is handy:

TCM matching :: RPM Extreme

The importance of matching the TCM to the ECM
www.rpmextreme.com

"TCM matching​

The importance of matching the TCM to the ECM

As a general guideline you will want to match the ECU to the TCM. The easiest way to describe it is if you have a 6L80E that came out of a 2009 silverado you would want to match it up with a 2009 engine calibration E38 ECU part number 12625455. Its far easier to program a engine computer than program a transmission computer as they are built into the valve body. We do have the capability to reflash a TCM with our bench top harness but it would require you to remove the TCM and send it to us along with the ECM.

A 2007 TCM should be matched up with a 2007 ECM #19210738
A 2008 TCM should be matched up with a 2008 ECM #12612384
A 2009 TCM should be matched up with a 2009 ECM #12625455
2010 - 2015 TCMs can be reflashed to any year between 2010 and 2013 for our application, We would match this up with a 2010-2013 ECM #12633238

A 2010 and newer transmission is the most desirable due to the fact that it will work with all the engine calibrations from 2010 and newer.


A camaro 6l80e will work with a few mods. You will need to trim the output shaft down, Add a seal and 2 pipe plugs. You should also reprogram it to a truck calibration

A 2wd 6l80E will work after you cut down the shaft and add the seals. We have a 2wd to 4wd conversion kit on our website so you don't have to hunt down seals and plugs. The kit also will come with instructions."

I have a 2011 6L80E. I am matching the ECM with embedded transmission control to the in pan TECU.

So I bought a 2011 12633238 and had it programmed with the VIN from my trans donor. It will run my 2007 LH6, all day long.
 
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Grendel said:

6. GM 6L80E & 6L90E - Advance Adapters

6. GM 6L80E & 6L90E
advanceadapters.com advanceadapters.com

This is handy:

TCM matching :: RPM Extreme

The importance of matching the TCM to the ECM
www.rpmextreme.com

"TCM matching​

The importance of matching the TCM to the ECM

As a general guideline you will want to match the ECU to the TCM. The easiest way to describe it is if you have a 6L80E that came out of a 2009 silverado you would want to match it up with a 2009 engine calibration E38 ECU part number 12625455. Its far easier to program a engine computer than program a transmission computer as they are built into the valve body. We do have the capability to reflash a TCM with our bench top harness but it would require you to remove the TCM and send it to us along with the ECM.

A 2007 TCM should be matched up with a 2007 ECM #19210738
A 2008 TCM should be matched up with a 2008 ECM #12612384
A 2009 TCM should be matched up with a 2009 ECM #12625455
2010 - 2015 TCMs can be reflashed to any year between 2010 and 2013 for our application, We would match this up with a 2010-2013 ECM #12633238

A 2010 and newer transmission is the most desirable due to the fact that it will work with all the engine calibrations from 2010 and newer.


A camaro 6l80e will work with a few mods. You will need to trim the output shaft down, Add a seal and 2 pipe plugs. You should also reprogram it to a truck calibration

A 2wd 6l80E will work after you cut down the shaft and add the seals. We have a 2wd to 4wd conversion kit on our website so you don't have to hunt down seals and plugs. The kit also will come with instructions."

I have a 2011 6L80E. I am matching the ECM with embedded transmission control to the in pan TECU.

So I bought a 2011 12633238 and had it programmed with the VIN from my trans donor. It will run my 2007 LH6, all day long.
Click to expand...
Man, I tried to find this info a couple months ago about compatibility. I didn’t look hard enough I guess.

Thanks for posting. I have a 2008 trans bolted to a 2009 LY6. Guess I’ll be swapping TCM or PCM.
 
Covecrawler said:
Man, I tried to find this info a couple months ago about compatibility. I didn’t look hard enough I guess.

Thanks for posting. I have a 2008 trans bolted to a 2009 LY6. Guess I’ll be swapping TCM or PCM.
Click to expand...
I suggest the PCM, since the TEHCM is in the trans.

I have a 2011 trans, bolting onto a 2007 engine; will wire and computer it as a 2011.
 
So anyone ever heard of a 4wd 6L80E, that's not 32 spline?
 
gt1guy said:
I have a 6l90 that is 29 spline. It's out of a 2016 2500HD 4x4.
As far as I know, it's only the 90's that got the 29 spline outputs.
Click to expand...
The sticker on this trans is a 1CKA transmission code, which Google says is a reman'd 6L80E. The VIN is for a 1500 series.

Genuine GM Parts 19431743 - Re-manufactured 6L80E 1CKA

Save on 6L80E for late model GM vehicles from SDPC.
sdparts.com sdparts.com

Yet I know for sure that the 32 spline input I bought for my D300 is too big.
 
My sticker says 4DHA.

Screenshot_20240416-095607.jpg


Here's a shot of the back of the trans. You can see the factory adapter above everything in the background. It uses more than the 6 bolts in a circle to attach it to the trans.

IMG-20221226-WA0004.jpeg
 
gt1guy said:
My sticker says 4DHA.
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The 4 digit codes are year and trans model specific. Based, I assume, on the TECM inside the trans, it's OS and shift programs, the "TCM" is in the PCM - not sure what other changes they track, either.

My point was: The code on mine is for a 6L80E, from 2010.
 

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That’s an odd one. May be worth actually counting splines on both pieces just to see what’s up. From some quick googling the 6l80e’s 32 spline should be ~1.365” diameter, but then the 29 spline is claimed to be ~1.452”. Coarser but larger, so they must have changed the diametral pitch (if that info is accurate).

So with the way your input shaft wiggles loosely on the output shaft, almost makes me wonder if the output is indeed 32, but the input you received could be this large 29 spline or something along those lines

Edit - just counted the female splines in your first pic, looks to be 29
 
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AgitatedPancake said:
That’s an odd one. May be worth actually counting splines on both pieces just to see what’s up. From some quick googling the 6l80e’s 32 spline should be ~1.365” diameter, but then the 29 spline is claimed to be ~1.452”. Coarser but larger, so they must have changed the diametral pitch (if that info is accurate).

So with the way your input shaft wiggles loosely on the output shaft, almost makes me wonder if the output is indeed 32, but the input you received could be this large 29 spline or something along those lines

Edit - just counted the female splines in your first pic, looks to be 29
Click to expand...

Funny, this is the ad we bought it from:

Log into Facebook

Log into Facebook to start sharing and connecting with your friends, family, and people you know.
www.facebook.com www.facebook.com

My son got it, and took the video. I wasn't home.
 
Grendel said:
Funny, this is the ad we bought it from:

Log into Facebook

Log into Facebook to start sharing and connecting with your friends, family, and people you know.
www.facebook.com www.facebook.com

My son got it, and took the video. I am not home.
Click to expand...

It looks like there's a 29 spline D300 input available for mating to NV4500s, I wonder if that's the same 29 spline as the 6L90, and maybe that's what the seller had and just assumed 32 spline
 
AgitatedPancake said:
It looks like there's a 29 spline D300 input available for mating to NV4500s, I wonder if that's the same 29 spline as the 6L90, and maybe that's what the seller had and just assumed 32 spline
Click to expand...
Nah, I spoke with him, he thought it was 32.
 
I will clean up my stuff, if y'all want to keep this as a bible?
 
What fluid does everyone prefer? Plain Jane Dex VI or something better?
 
anyone running these off a tcm-2650? really over being locked into a factory ecm and HP Tuners.
 
cdemart2 said:
anyone running these off a tcm-2650? really over being locked into a factory ecm and HP Tuners.
Click to expand...
I bought the Holley EFI and 6L80E controller. It will run all versions, with any Gen 3/4 engine.
 
I saw that. too bad it's still a terminator. I race a tube chassis on the east coast. a terminator isn't suitable for that environment.
 
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