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But thanks for clarifying, it's good tech.
Is there any reason to not use a 6l80e behind the LV1/LV3 since that was the factory setup?
If you want 300 hp, go get a small block.. Your choice of Ford or Chevy, we discriminate here.
Shhh...people don't need to know about them to keep the prices down for me!
Shorter than a 4l80e, weight may be 20 lbs more. Tap shift is available. The 6l80 is a bit bigger diameter though. But does have a 4:1 first gear.
Don't get me wrong...the 6 speeds, much lower 1st, OD, etc are all huge benefits....but the size/weight of the trans is the problem along with the fact that it's 31 spline, not 32 (like the 4L80E) output (already have the adapters to the tcases) and has a 10.5ish to 12 quart capacity (depending on the TC size) are all problems I can't really overcome, not to mention the added complexity of being computer controlled.
It's 32 spline. The 6l90e is a different spline count.
Website I checked must've been wrong on the spline count. I wondered why they would have changed it since 32 has been the norm for so long.
Well, that's the route I originally was going to take (so much so that I actually already have the TH350), but my view on auto trannies is overkill is not a bad idea here and the TH400 is sort of like the front Dana 60 in the crawling world. It can be built to handle a lot of abuse and isn't nearly as questionable as a '1/2T' rated trans.
JFYI on a harness for the LFX: Keisler Automation
Yes, crawling....which is why a traditional shift pattern isn't all that useful for this application even with paddles.
No, it 100% isn't which is why I'm thinking of doing the V6....and ditching the Hero for D300 instead. I can keep the other parts for other projects...but I want the ability/commonality to swap things around if necessary. The TH400 fits that bill and is an auto I trust if built even mildly.
It's out of a transverse engine FWD car, so it's not any longer than a V6 would be.
That was my thought as well....but I am not at all familiar with Volvo engines so maybe they are tiny cylinders as you said.
Exact same number of hp that my stock 5.3 did.
V6’s are close to 4 cylinders long because of the staggered cylinders and shared rod journals. If a V6 is shorter in length than a 4cyl it’s due to other factors not related to bores. The overlap is 1/2 a cylinder on each end of 3. 3 + .5 + .5 = 4.
And that's where I'm at too....IIRC, both of my 5.3s are 2001 models....which is only like 285hp at the crank from the factory. Many of the V6s are making that much in the models we're discussing...some are making more.
Hmmm....that's odd. When I looked into this a year or so ago, MMS only mentioned the 700r4. I'm not opposed to the Honda, though it seemed at the time that finding someone to tune it would be an issue (based on the MMS's own comments) and that MMS had you over a barrel in terms of sourcing a lot of necessary bracketry/parts.
Wow, then they really need to update their website. What have they moved on to (if you know)?
