Application
Built for high performance vehicles and street rods & Limited racing
Factory automatic type shift pattern & manual hold operation
All Internal Solenoids and wire harness replaced
OEM Electrical wire harness & connector is requried for electrical functions
Final unit calibration is based upon Electronic Controller settings
For proper operation the computer must be properly programmed
Complete unit comes with general installation instructions
Features
-
Hi-Capacity Filter
-
Significant Slippage Reduction
-
Higher Torque and Thrust Capacity
-
Improved Oil Circulation
-
Retains Lock-up Configuration
Competition Components
-
High-pressure Regulator Valve
-
Special Teflon Sealing Rings
-
Heavy duty Clutch Packs & Hi energy Band
-
Machined Center Support with split Bronze Bushing
-
Steel Forward Hub
-
Sprag - Cryo-treated 34 element
Options
| -AR | CNC Adapter Ring - GM to Ford incl. pilot bushing. (w/SFI flexplate & crank pilot-specify engine balance) | $652.05 | $767.05 |
| -PM2 | High performance Powertrain Control Module..(Pricing on Powertrain Control Modules subject to change based on OEM and availability). | $1,788.25 | $2,103.35 |
| -SP1 | Internal Electronic Control Components & Wire Harness | $328.90 | $387.55 |
| -PSS | Aftermarket Powertrain Simple Shift Controller/Adjustments, Tuning & Diagnostics w/No Computer Interface Req'd. | $894.70 | $1,052.25 |
| -PM1 | Aftermarket Powertrain Control Module w/Adjustments, Tuning & Diagnostics w/Computer Interface | $951.05 | $1,117.80 |
| -SP | (36) Element Wide Sprag and Direct Drum Assembly | $1,189.10 | $1,399.55 |
| -DS | Dip Stick & Tube | $113.85 | $133.40 |
| -FM2 | Full Manual Valvebody - Reverse shift pattern | $353.05 | $415.15 |
Pricing
| HP11480-S-CS |
4L80E Pro Street GM Elec. Overdrive w-Lockup
Core Charge:
$708.50
| $3,182.80 | $3,531.60 |
Order Notes
Fill out the "Converter Application Form" to determine correct converter size &
stall rpm. All transmissions with converters and related equipment will ship by
Freight in a special container.
Converters
| 13" | Towing Hvy Dty - Ex Low Stall | 1200 - 1500 RPMs | 375 | 400 | $591.10 | $695.75 |
| 13" | Street - Stock (lock up only) | 1400 - 1700 RPMs | 375 | 400 | $508.30 | $598.00 |
| 13" | Street/Strip (l/u only) | 1800 - 2200 RPMs | 450 | 475 | $657.80 | $773.95 |
| 10" | Street/Strip - (single disk L/U only) | 2400 - 3200 RPMs | 800 | 700 | $1,138.50 | $1,339.75 |
| 10" | Extreme Duty (multi disk L/U only) | 2800 - 4500 RPMs | 1100 | 900 | $1,667.50 | $1,961.90 |
What kind of transmission fluid should I use?
For Street and Street/Strip applications we only recommend the use of Ford type "F" Transmission fluid. For Extreme Duty applications we only recommend the use of ULX-110 type fluid. Both of these fluids are natural Petrolium based. Both of these fluids contain zinc which is the primary additive for proper lubrication for high performance transmissions. We do not recomend synthetic transmission fluids.
How much transmission fluid does my transmission take?
The transmission and torque convertor can take anywhere from 9 to 13 quarts of fluid. Most of the fluid is contained in the torque convertor. After installation of the transmission and convertor is complete, pour (4-5) quarts of transmission fluid into the transmission. Then place transmission into neutral, start engine, and quickly add transmission fluid until it reaches the full mark (pan rail level on most applications) on the dipstick. Shift transmission into reverse and let run approximately (3) minutes. Running in reverse (3) minutes will give any contaminants in the transmission, converter, cooler or lines a chance to settle into the transmission pan and not be introduced to the automatic shift control part of the valve body or governor, causing the shift valves to stick. For more details follow link. http://www.fbperformance.com/NewSite/page.asp?get=14&t=Bottom2
Why is the automatic transmission generally perfered over a stick shift transmission?
From a convenience stand point, most high performance automatic transmissions have the ability to be shifted manually or automatically. From an efficiency standpoint, today’s automatic transmissions incorporate a more efficient torque converter that is specifically built for each application. These torque converters have the ability to multiply the engines torque during the stall phase. A clutch on the other hand, simply is along for the ride by connecting the engines power to drive-line. All converters also have a built-in fluid dampening feature. For the higher horsepower applications the automatic transmission and converter combination is more often than not more durable and reliable than the clutch and standard gear box combination. We’ve found when doing conversions from stick to automatic in high performance vehicles that these cars generally drop from a half to three quarters of a second in elapsed time in the quarter mile.