[Formulajones]

Yes. I've had mine for maybe 5 years now. Memory is fuzzy but maybe a little longer than that. Then dad bought one about a year after mine, so we've both been using them for a few years now.

[HWYSTR455]

Are those custom ones or the 750, or 1000hp ones?


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[Formulajones]

They are supposed to be good for 800hp but according to Steve 1000 isn't a stretch. The only difference is the input shaft and he tells me his customers are pushing them further than that and it's rare they get one back with a snapped stock input. Those I'm told are usually using a trans brake with a power adder. Both cars we have them in are 724 and 786 HP and both making almost 800 ft lbs and both transmissions have been perfect. We are just foot brakers and NA so not nearly as harsh.

[HWYSTR455]

Was trying to figure out what the offering breaks are, looks like 'Pro Street', 'Street', 'Street/Strip', and 'Custom'.

It's a little confusing, wish they would have breaks for trans-only, and be more descriptive.

Also not a fan of ratings that are based on HP instead of TQ, big diff between the two.

Anyway, CK has a fairly large lead time, which is why I was asking.


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[Formulajones]

It's more or less going to be a phone call to figure out what they need to build for you.
I think most all places use HP as a base line since it's typically in the same ball park unless we a talking about diesels.
I found when I was digging into it that pretty much all these trans shops rate their basic 4l80's around 750-850 HP and those consist of better friction materials and some of their own proprietary internal upgrades that aren't all that extravagant. The only difference for the 1000+ HP units is an upgraded input shaft but like Steve was telling me it's pretty difficult to break the stock one and most just go that route even for the bigger power stuff.
I don't think the cost for a stronger input is that much more though.

Not sure what his lead time is for a 4l80 right now. I'm having him do a 4l60 for a current project I'm on and those cores are much more plentiful so I can get it fairly quick.

[JLMounce]

Originally Posted by Formulajones

It's more or less going to be a phone call to figure out what they need to build for you.
I think most all places use HP as a base line since it's typically in the same ball park unless we a talking about diesels.
I found when I was digging into it that pretty much all these trans shops rate their basic 4l80's around 750-850 HP and those consist of better friction materials and some of their own proprietary internal upgrades that aren't all that extravagant. The only difference for the 1000+ HP units is an upgraded input shaft but like Steve was telling me it's pretty difficult to break the stock one and most just go that route even for the bigger power stuff.
I don't think the cost for a stronger input is that much more though.

Not sure what his lead time is for a 4l80 right now. I'm having him do a 4l60 for a current project I'm on and those cores are much more plentiful so I can get it fairly quick.

This has been what my research has uncovered as well. The factory 4l80 hard parts are very tough. Most builds simply need more holding capacity, rather than raw toughness.

As long as the pump mods are being done for lubrication and the drums are direct fed for holding capacity, it's going to be hard to break one of these for most of us here.

No need to worry about the input shaft unless you're making about 1000 hp, and or you're launching with traction off a trans brake.

I had my 4l80 built locally and it's fairly basic. TransGo HD 2 shift kit, including the pump mods, removed the wave plates in favor or extra frictions. It's overkill for my car. That said I love how fast and crisp it shifts. There's nothing lazy about how it performs.

Had I not been able to source a local 2wd core and have it built, I would have gone with the Hughes. I belive Grivera has a hughes built 4l80. You may also wish to reach out to him.