4L80E Pro Street GM Elec. Overdrive w-Lockup

Maximum HP Rating: 700+ (to 900 w/SP Option)
Maximum Torque Rating 650+ (to 900 w/SP Option)
Standard Gear Ratio: 2.481.48/1.00/.078
Optional Gear Ratio: (none)


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


  • 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


OptionDescriptionRacer NetList Price
-ARCNC Adapter Ring - GM to Ford incl. pilot bushing. (w/SFI flexplate & crank pilot-specify engine balance)$652.05$767.05
-PM2High performance Powertrain Control Module..(Pricing on Powertrain Control Modules subject to change based on OEM and availability).$1,788.25$2,103.35
-SP1Internal Electronic Control Components & Wire Harness$328.90$387.55
-PSSAftermarket Powertrain Simple Shift Controller/Adjustments, Tuning & Diagnostics w/No Computer Interface Req'd.$894.70$1,052.25
-PM1Aftermarket 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
-DSDip Stick & Tube$113.85$133.40
-FM2Full Manual Valvebody - Reverse shift pattern$353.05$415.15


Part Number Racer NetList Price

4L80E Pro Street GM Elec. Overdrive w-Lockup

Core Charge: $708.50

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.


SizeConverter TypeStall RangeMax HorsepowerMax TorqueRacer NetList Price
13"Towing Hvy Dty - Ex Low Stall1200 - 1500 RPMs375400$591.10$695.75
13"Street - Stock (lock up only)1400 - 1700 RPMs375400$508.30$598.00
13"Street/Strip (l/u only)1800 - 2200 RPMs450475$657.80$773.95
10"Street/Strip - (single disk L/U only)2400 - 3200 RPMs800700$1,138.50$1,339.75
10"Extreme Duty (multi disk L/U only)2800 - 4500 RPMs1100900$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.

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.