you guys seen this trans yet?

[grumpyvette]

http://media.gm.com/us/spo/en/news/pres ... ission.htm
BLANC, Mich. – Finding just the right transmission to handle the peak loads delivered by GM’s high-performance race engines just got easier. Today, GM Performance Parts (GMPP) announced its all-new SUPERMATIC™ line of high-performance automatic transmissions.

GMPP transmission controller (part number 12497316 – sold separately)

The first transmission in the new line, the SUPERMATIC 4L85-E (part number 19154550), is available now at a MSRP of $4,238.

gear ratios
1 ......2 ....3 .....4..... R
2.48 1.48 1.00 0.75 2.07


“Racers have to know that the transmission they’re using can take the punishment that they dish out, pass after pass,” said Dr. Jamie Meyer, product marketing manager, GM Performance Parts. “To produce that type of transmission, you have to rely on all-new components that can handle these stresses – the SUPERMATIC 4L85-E has been tested to the limits.”

The SUPERMATIC 4L85-E heavy-duty, high-performance transmission is based on the GM Hydra-Matic 4L80, and was designed specifically for GMPP’s powerful big-block family of engines. It was meticulously tested and validated to the high standards of GM Performance Parts, using both dynamometer and real-world, in-car testing. In fact, the mighty ZZ572/720 crate engine put this transmission through its pace, so racers can be confident that it will perform dependably on the track.

Unlike some transmissions that are remanufactured, the SUPERMATIC 4L85-E is assembled with all-new parts, several upgraded internal components and a revised valve body. It is supplied with a production torque converter (approximately 1,800- to 2,000-rpm stall speed), and requires the GMPP transmission controller (part number 12497316 – sold separately) that allows the user to customize the shifts to fit the driver’s style or engine combination. When the transmission is used with a late-model LS engine, a special transmission adapter must be used (part number 19154766).

With all of its enhancements and modifications over the production 4L80 transmission, the SUPERMATIC 4L85-E is rated to 720 horsepower (537 kW) and 685 lb.-ft. of torque (929 Nm). And while it was designed specifically to be used with a big-block, the high torque capacity makes it a perfect complement to LSX and small-block engines.

Here's the part numbers YOULL NEED
GMPP transmission controller (part number 12497316 – sold separately)
19156257 - 4L85e Transmission
15000206 - Converter dust cover
12551367 - 6.0 Flexplate
12563532 - Crank Spacer
12553332 - Flexplate bolts (6 required)
15198439 - 4L80/85E Dipstick tube
15183801 - 4L80/85E Dipstick
15013290 - 4L80/85E Shift cable bracket at transmission
11589040 - 4L60/65/70/80/85E Toque converter bolt (6 required)
SUPERMATIC 4L85-E (part number 19154550 the SUPERMATIC 4L85-E is rated to 720 horsepower (537 kW) and 685 lb.-ft. of torque (929 Nm)
standard 4L85-E is (PART # 11956257)


For anyone that's interested, the stock tranny mount can be re-used because they use the same part number (15767858)

The included torque converter may not match the requirements of other engine combinations. An aftermarket converter may be required.

GM Performance Parts – tested to the limits, backed by GM

GM Performance Parts crate engines undergo a 50-hour, full-throttle engine dynamometer validation that requires the engines perform from peak horsepower to peak torque. GMPP also installs crate engines in its own engineering vehicles for testing and continuous improvement. That commitment to quality and durability enables General Motors to back GM Performance Parts crate engines with a 24-month/50,000-mile warranty (whichever occurs first). All GM Performance Parts components carry a 12-month/12,000-mile warranty.



Enthusiasts who crave the latest technology, maximum horsepower and the expertise and confidence backed by GM, can purchase GMPP crate engines, blocks, heads, high-performance transmissions and components, from GMPP Authorized Center dealers or any other GM dealership nationwide. To shop for GMPP products, or for more information, visit http://www.gmperformanceparts.com.

http://media.gm.com/us/spo/en/news/pres ... ission.htm

http://media.gm.com/us/powertrain/en/pr ... _MYC_n.doc

Gear ratios:

1........ 2...... 3........ 4..... 5 .....6 ....R
4.027 2.364 1.532 1.152 0.852 0.667 3.064


http://media.gm.com/us/powertrain/en/pr ... 80_MYC.doc

 

[2Loose]

Gear ratios:

1........ 2...... 3........ 4..... 5 .....6 ....R
4.027 2.364 1.532 1.152 0.852 0.667 3.064


These last couple of references and those gear ratios are for the new 6L80e tranny. It also looks like a pretty beefy unit.
My understanding is that these are only out in trucks so far.
I have the 4L80e in my 55 4x4 Chevy stepside behind a mildly built up Olds 455, it's a great tranny, but this six speed sounds even better! I want one!
Aloha,
Willy

Here's some of the info from those reference links you posted:

"Selectively Quoted:"
Hydra-Matic 6L80 six-speed automatic Car & Truck transmission

● New applications : Chevrolet Silverado 1500, Suburban and Avalance. GMC Sierra 1500, Yukon XL with 6.2L, 6.0L and 5.3L V8 engines. Also for 2009, the 6L80 will contribute to the fuel economy benefits in the just announced Chevrolet Silverado XFE, Tahoe XFE, and the GMC Sierra XFE, and Yukon XFE when its mated to these models.

The Hydra-Matic 6L80 six-speed automatic transmission is mated to the Vortec 6.2L, 6.0L and 5.3L V8 engines in the 2009 model year in the new applications listed above. These new applications can be equipped with a transmission-mounted transfer case to direct power to both rear and front axles.

Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces.

For the first applications of the new transmission, the 6L80-E contains three gearsets, a conventional input planetary gearset with four pinion gears. There is one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread.

There are two torque converter sizes, 258mm and 300mm. The 258mm applications use a twin-plate torque converter lockup clutch, while the 300mm applications use a single-plate torque converter lock-up clutch. Both types of clutches make use of GM’s proprietary electronic controlled capacity clutch (ECCC) technology, which uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.

All applications feature adaptive shift controls. Several additional features such as grade braking, Performance Algorithm Shifting, and Driver Shift Control are available on some of the applications. Performance Algorithm Shifting (PAS), which detects when the vehicles are being driven in a spirited fashion and remains in its current gear ratio even when the driver lifts a foot off the accelerator pedal. PAS monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control, available in the Corvette, STSs and XLRs allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.