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Thread: LS AT Options

  1. #1
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    LS AT Options

    Evening folks,

    I am looking at my options for an LS swap, or more so an LM4, into my e39 wagon. I am thinking that running the 4L60E will be the most straight forward, and should fit fine in the e39 chassis, but what are the other options that folks run? I am only interested in automatics, of course.

    Roman
    99 528iT
    93 325iS

  2. #2
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    4l60 will do for a stock ls1-2 anything more should use a 4l80. I'm using a TCI 6x in my ls3 e39, which is a 4l80 modified to have 6 gears. Shifts hard, kept up with Porsches at my local track day.

  3. #3
    Administrator LSKenAdmin's Avatar
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    Very interesting. I would assume that with 6 ratios, fuel economy is reduced, especially in frequent stop & go driving? Can it not be controlled with a stock GM ECU?? What do you need to do in the ECU, do you need to program it for a manual transmission so that it's not looking for trans feedback? What do these things cost anyways? Probably a ton :/ Would be neat for my truck though, which has a 4l80 in it already.

  4. #4
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    Fuel economy is typically increased by having more gears, since the engine can be closer to the ideal RPM in any given situation. This is the main reason why manufacturers keep trying to make CVTs that can handle power (infinite gears) and why modern automatic transmissions have six to ten gears rather than the four that were basically standard for two decades (or three for quite some time before that).

    The 6x doesn't have a super overdrive like the 6l80 does, it's extra gears are used in the middle for performance where the production 6 speeds tend to add the gears on at the end for highway cruising. That said it still should at least match and probably beat a four speed with similar top gear ratios.

    I think a standalone trans controller is required for that unit, I do not believe it is compatible with the OEM ECU.

  5. #5
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    It uses a standalone controller, no outputs to the ECU. Like stated above the final drive ratio is the same as a standard 4l80, but it holds 40% more power through shifts... Which helps those rolling burnouts...

    I paid about $8k for my setup, trans, cooler, torque converter, controller and fluid... Not cheap. I like it more than the 6l80 transmissions, they're slush boxes that grenade every time you put 400+hp through them. I have paddle shifters hooked up to my car and can manually lock the converter whenever I want. It's rated at 850hp but there's a few guys running 1000+ through them.

  6. #6
    Administrator LSKenAdmin's Avatar
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    Quote Originally Posted by Jesus Freak View Post
    It uses a standalone controller, no outputs to the ECU. Like stated above the final drive ratio is the same as a standard 4l80, but it holds 40% more power through shifts... Which helps those rolling burnouts...

    I paid about $8k for my setup, trans, cooler, torque converter, controller and fluid... Not cheap. I like it more than the 6l80 transmissions, they're slush boxes that grenade every time you put 400+hp through them. I have paddle shifters hooked up to my car and can manually lock the converter whenever I want. It's rated at 850hp but there's a few guys running 1000+ through them.


    Holy jesus, haha. Your transmission is worth as much or more than I have into my entire Volvo swap - including the Volvo!

  7. #7
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    The 4L80E is strong for cheap, and if you want tall gearing for traction reasons with big power, it is good. But for street driving, a 4L75E is the absolute ultimate. I'm doing a 4L80E in my step-son's fox only because I already have one sitting around, and the car will end up with extremely serious power someday. The 80E really needs the same ratios as the 200-4R, or if anyone ever adapts the 5R110W that would be as good.

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