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Remanufactured 4L80-E Transmission Price
Alternative Name: MT1, 4L80
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About Our Remanufactured 4L80-E Transmission
Our 4L80E transmissions are truly affordable for a reasonable price, yet provide professional quality as one of the best American made domestic transmissions available. Our used 4l80e transmission for sale has been hand-picked by our technicians to ensure a fully functioning transmission out of the crate. Furthermore, our remanufactured 4l80e for sale have been fully gone through from the inside-out to make them perform like new again. Our products are protected by an industry standard warranties, as are refurbished or reconditioned ones used when a swap is needed to drop in as part of a vehicle repair.
The 4L80E was originally designed with expense in mind without compromising the quality of the internal parts. Lightweight aluminum was preferred for certain internal workings while others require the strength of steel. The 4L80E was designed by the original equipment manufacturer with such engineering concepts in mind to assure the transmission provides years of reliable performance and when the time comes, can be rebuilt or reconditioned for a reasonable price. At Reman-Transmission, we utilize the original build of the 4l80 transmission by taking every component and replacing it with a brand new or remanufactured part.
When you’re in the market for a new 4l80e transmission for sale near me, the smart place to buy the part is going to be through a reputable source which offers multiple options and understands why one might serve your needs better. We are a supplier with remanufactured and used options so that you never have to compromise. Give one of our support staff a call and we can provide you with a price quote or any extended warranty information as requested. How you intend to use the truck on the street or off-road is going to be a consideration along with the type of engine and any upgrades the truck might have, but we will make sure you get the right 4L80 transmission for your vehicle nonetheless.
4L80-E Transmission Remanufacturing Process
Our 4L80-E transmission Upgrades
Fully remanufactured valve body, with complete system correction and recalibration kit, improves pressure control and shift quality.
Upgraded actuator feed limit valve prevents missing shifts and premature transmission failure.
Upgraded 34 element intermediate sprag increases holding capacity.
All-new shift solenoids ensure positive shifting.
EPC solenoid is tested separate from the transmission to confirm precise pressure control.
Updated force motor for improved pressure control.
Updated pressure regulator prevents overly high pressure.
Case connector is updated to the latest design on pre-1994 versions, and a vehicle harness pigtail is provided to address connection issues with the early design.
Fully remanufactured torque converter is tested for leaks, lock-up, concentricity, and balance. Upgrades exceed OE requirements and eliminate the possibilities of front seal leaks, premature bushing wear, and vibration.
No Walkout rear case bushing is installed, addressing an OE flaw, to prevent case and output shaft damage.
All-new custom-spec bushings to improve internal fluid flow control and pressures.
Every transmission is cold-and hot-tested using a proprietary dynamometer testing program that includes fully synthetic automatic transmission fluid and a filtration system.
4L80-E Frequently Asked Questions
Is the 4L80E a good transmission?
Which is better, 4L60E or 4L80E?
How much horsepower can a 4L80E handle?
What is the difference between 4L80 and 4L80E?
4L80-E History & Information
The 4L80E transmission and its twin brother the 4L85-E were heavier duty 4-speed transmissions produced by GM and Turbo-Hydramatic at Willow Run Transmission in Ypsilanti, Michigan. The 4L80E inherited its design from the original Turbo-Hydramatic TH400 transmission. The 4L80 transmission came out in 1991 along with the 4L60E as a factory original equipment option for GM trucks as a replacement for the older Turbo-hydramatic TH400 automatic transmission. The 4L80E is designed as one of the performance components for heavier trucks such as the Chevrolet Tahoe, Avalanche, Silverado, and Hummer models. The 4L60E is similar but was designed for lighter pickup trucks and automobiles.
General Motors (GM) initially launched this segment of transmission class with the TH400 which eventually evolved into the 700-R4, 3L80, 4L60-E, 4L65-E, 4L70-E, 4L75E, 4L80, 4L85E, and MT1. All of the aforementioned transmissions branch out from the original THM400 that was produced in 1964. Although all of those transmissions have similar and even compatible parts with the 4L80E, each of them have nuances that help them serve different purposes. For example, the gm 4l80e transmission has slightly stronger internal components along with tougher input and output shafts that make it uniquely useful for heavier duty vehicles. The 4L80E was mated to several different transfer cases in its lifespan but the most popular combinations were with the NP241C, NV246C, NV246D, NV261HD, NV261XHD, and the NV263HD transfer cases.
A little known fact about the 4l80 transmission is that it was hand-picked by Rolls-Royce automotive to be a basis for testing and modification for use in some of their vehicles. In 1991, Rolls-Royce and Bentley teamed up in building the Continental R and decided to use a modified version of GM’s 4l80e transmission in their performance model. Additionally, the 4l80e transmission was even used in military Hummers overseas as a reliable drivetrain component for our soldiers. All-in-all, the 4l80 transmission is a staple of domestic American ingenuity within the automotive industry.
|4L80-E Transmission Compatibility Chart|
|MAKE||MODEL||START YEAR||END YEAR|
|Chevrolet||Express 2500 Van||1996||2009|
|Chevrolet||Express 3500 Van||1996||2009|
|GMC||YUKON XL 2500||2000||2007|
|Diagnostic Codes for 4L80-E Transmissions|
|DIAGNOSTIC CODES||DESCRIPTION OF PROBLEM|
|P0218||Transmission Fluid Over Temperature|
|P0502||Vehicle Speed Sensor (VSS) Circuit Low|
|P0503||Vehicle Speed Sensor (VSS) Circuit Intermittent|
|P0711||TFT Sensor Circuit Range/Performance|
|P0712||Transmission Fluid Temperature (TFT) Sensor Circuit Low|
|P0713||Transmission Fluid Temperature (TFT) Sensor Circuit High|
|P0716||Input Speed Sensor Circuit Intermittent|
|P0717||Input Speed Sensor Circuit Low|
|P0719||Brake Switch Circuit Low|
|P0724||Brake Switch Circuit High|
|P0730||Incorrect Gear Ratio|
|P0741||TCC System Stuck Off|
|P0742||TCC System Stuck On|
|P0748||Pressure Control Solenoid Circuit|
|P0751||1-2 Shift Solenoid Valve Performance|
|P0753||1-2 Shift Solenoid Circuit|
|P0756||2-3 Shift Solenoid Valve Performance|
|P0758||2-3 Shift Solenoid Circuit|
|P1520||Gear Indicator System|
|P1521||Transmission Engaged At High Throttle Angle|
|P1522||Park/Neutral To Drive/Reverse At High RPM|
|P1523||Electronic Throttle Control Throttle Return|
|P1527||Transmission Range/Pressure Switch Comparison|
|P1700||Transmission MIL Request|
|P1701||Transmission MIL Request Circuit|
|P1705||P/N Signal Output Circuit|
|P1740||Transmission Torque Reduction Request Circuit|
|P1743||TP Signal From ECM|
|P1760||ECM Supply Voltage Interrupted|
|P1779||Engine Torque Delivered To TCM Signal|
|P1780||Park/Neutral Postion (PNP) Switch Circuit Engine Torque Signal Circuit|
|P1790||Transmission Control Module Checksum|
|P1791||Transmission Control Module Loop|
|P1792||Transmission Control Module Reprogrammable Memory|
|P1793||Transmission control Module Stack Overrun|
|P1795||CAN Bus-Throttle Body Position|
|P1800||TCM Power Control Relay Circuit Open|
|P1801||Performance Selector Switch Failure|
|P1804||Ground Control Relay|
|P1810||TFP Valve Position Switch Circuit|
|P1811||Maximum Adapt and Long Shift|
|P1812||Transmission Over Temperature Condition|
|P1814||Torque Converter Overstressed|
|P1815||Transmission Range Switch-Start In Wrong Range|
|P1816||TFP Valve Position Switch-Park/Neutral With Drive Ratio|
|P1817||TFP Valve Position Switch-Reverse With Drive Ratio|
|P1818||TFP Valve Position Switch-Drive Without Drive Ratio|
|P1819||Internal Mode Swtich No Start, Wrong Range|
|P1820||Internal Mode Switch Circuit A Low|
|P1822||Internal Mode Switch Circuit B High|
|P1823||Internal Mode Switch Circuit P Low|
|P1825||Internal Mode Switch Illegal Range|
|P1826||Internal Mode Switch Circuit C High|
|P1831||PC Solenoid Power Circuit Low Voltage|
|P1833||A/T Solenoids Power Circuit Low Voltage|
|P1836||Kick-Down Switch Failed Open|
|P1837||Kick-Down Switch Failed Short|
|P1842||1-2 Shift Solenoid Circuit Low Voltage|
|P1843||1-2 Shift Solenoid Circuit High Voltage|
|P1844||Torque Reduction Signal Circuit Desired By TCM|
|P1845||Transmission Gear Ratio Output Circuit|
|P1847||2-3 Shift Solenoid Circuit High Voltage|
|P1850||Brake Band Apply Solenoid Circuit|
|P1851||Brake Band Apply Solenoid Performance|
|P1852||Brake Band Apply Solenoid Low Voltage|
|P1853||Brake Band Apply Solenoid High Voltage|
|P1860||TCC PWM Solenoid Circuit Electrical|
|P1864||Torque Converter Clutch Circuit|
|P1868||Transmission Fluid Life|
|P1870||Transmission Component Slipping|
|P1871||Undefined Gear Ratio|
|P1873||TCC Stator Temp. Switch Circuit Low|
|P1874||TCC Stator Temp. Switch Circuit High|
|P1875||4WD Low Switch Circuit|
|P1884||TCC Enable/Shift Light Circuit|
|P1886||Shift Timing Solenoid|
|P1887||TCC Release Switch Circuit|
|P1890||ECM Data Input Circuit|
|P1891||Throttle Position Sensor PWM Signal Low|
|P1892||Throttle Position Sensor PWM Signal High|
|P1893||Engine Torque Signal Low Voltage|
|P1894||Engine Torque Signal High Voltage|
|P1895||TCM To ECM Torque Reduction Circuit|