Early vs Late 4L80E Oiling

In about 1997, GM changed the way the rear bushing is oiled in the 4L80E transmission. The shafts are not interchangeable and you will need to identify for sure which version you need.

• The first design has two lube holes in the sides of the case bushing journal. Lube flows through these feeding the output shaft and forward to the planets.
• The second design does not have the lube holes instead has a tube feeding oil from the valve body.

There is a factory 4wd version of the 4L80E which is ready to bolt up to our 4L83-B adapter kit. It features a 32 spline output shaft which protrudes about 3" from the rear face of the 4L80E transmission main case. If you have this veresion, disassembly of the transmission is unnecessary but disassembly of the transfer case is necessary to install the provided input shaft.

The input gear installation is a 2-3 hour bench job and usually includes either a simple gasket and seal replacement or a full rebuild with chain if the transfer case has many miles on it. Transfer case rebuild kits are available. See Related Products, below.

There is a factory 4wd version of the 4L80E which is ready to bolt up to our 4L83-C adapter kit. It features a 32 spline output shaft which protrudes about 3" from the rear face of the 4L80E transmission main case. If you have this veresion, disassembly of the transmission is unnecessary but disassembly of the transfer case is necessary to install the provided input gear.

The input gear installation is a 2-3 hour bench job and usually includes either a simple gasket and seal replacement or a full rebuild with chain if the transfer case has many miles on it. Transfer case rebuild kits are available. See Related Products, below.

Mount, rear, transmission, polyurethane, Jeep, Novak style

This rear mount bolts direct to your Novak adapter, and can be used with a variety of crossmember styles.

Mount, rear, transmission, polyurethane, Jeep, Novak style39.60

Kit, output shaft speed sensing, 4L80E transmission, includes sensor and reluctor ring

If your 4L80 (typically later units) does not have the factory OSS ring and sensor installed, get this kit.

Kit, output shaft speed sensing, 4L80E transmission, includes sensor and reluctor ring81.00

Cooler, auxillary, transmission, 29,200 BTU (HD recreational), 1 ½” NPT fitting

For every 10 degrees cooler you can keep your automatic, you add 25k miles to their life. This stacked plate style cooler is both rugged and efficient, and it's flanges make it easier to set up than other styles of cooler. See related cooler lines, adjacent.

Cooler, auxillary, transmission, 29,200 BTU (HD recreational), 1 ½” NPT fitting152.00

Kit, automatic transmission cooler lines, braided stainless, 2 lines, 74” OAL ea, -6AN female threa

Tough, flexible stainless lines with easy sealing AN fittings. We've installed these on so many Jeeps and they're an in-and-done type product and compatible with our #OC-H7B cooler, adjacent.

Kit, automatic transmission cooler lines, braided stainless, 2 lines, 74” OAL ea, -6AN female threa149.76

Arm, pivot, shifter, Hydramatic 350, 400, 700, 4L60E & 4L80E Lokar, fully adjustable

This is the arm we reach for when setting up a shifter linkage to a GM automatic in a variety of Jeeps. The adjustable bellcrank gives the installer the freedom to set the proportion of throw to the same as the shifter in the Jeep, be it a column or floor shifter.

Arm, pivot, shifter, Hydramatic 350, 400, 700, 4L60E & 4L80E Lokar, fully adjustable78.00

Shaft, output, 4L80E transmission, 4wd, 1997-, no lube hole, 5”, later style

This is the requisite early style 4wd style shaft used in the 32 spline version of the Novak kits, above.

Shaft, output, 4L80E transmission, 4wd, 1997-, no lube hole, 5”, later style67.79

Shaft, output, 4L80E, transmission, 4wd, 1991-1996, w/lube hole, 5”, 32 Spline

This is the requisite 4wd early style shaft used in the 32 spline version of the Novak kits, above.

Shaft, output, 4L80E, transmission, 4wd, 1991-1996, w/lube hole, 5”, 32 Spline81.57

Cover, transmission tunnel, CJ & YJ style, customizable

Start with a clean slate tunnel cover for your 1976-1995 Jeep CJ / YJ floor. Cut your shifter holes and install boots onto it as required. Material is aluminum. Can be painted. More info here.

Cover, transmission tunnel, CJ & YJ style, customizable48.80

Gaskets & Rebuild Kits for Dana 18 & 20 Transfer Cases

Replace the hard-working bearings and intermediate shaft of your Dana transfer case with one of these kits, all while sealing it up and getting your bearing endplay correct. See them and several other parts and kits here for your Dana 300.

Kit D328-D, billet aluminum bottom cover pan, Dana transfer cases, deep version

A deep and rigid billet aluminum pan for your Dana 18 or 20 transfer case. More fluid capacity, better sealing and some anodized eye candy for your geartrain.

Kit D328-D, billet aluminum bottom cover pan, Dana transfer cases, deep version174.00

Shaft, input, Dana 300, 23 spline input, factory style

If the splines in your factory shaft are worn, or the input shaft is missing from your Dana 300, get this specially hardened replacement.

Shaft, input, Dana 300, 23 spline input, factory style280.00

Dana 300 Super Short Tailshaft Assembly, #300RX

Strengthen and shorten your Dana 300 in one shot with Novak's #300RX tailhousing assembly. The factory output shaft is the Dana 300's fuse, and the upgrade to 32 splines and an improved driveshaft angle will make a serious difference. See it here.

4L80E Transmission Package, Turn-Key

Sourced, remanufactured and built in-house to Levels I or II. We then dyno test them, and profesionally package and deliver it to your location, adapted and ready for installation. See and order one here.

Also available as part of our popular Turn-Key powertrain program.

Installation Requirements

Tools

Tools required will vary depending on which kit is selected. The automatic transmission takes more specialized tools and knowledge, gaskets, seals, snap ring pliers, etc. The D300 input will require bearings be pulled and pressed on the input, in addition to typical mechanic's hand tools. The 208 requires hand tools, large snap ring pliers and RTV to reseal. Rebuilds are a little more involved, but not much.

Placement

Transmission placement is largely determined by factory engine location. It is not necessary in typical conversions to change the engine position unless an engine is being swapped in at the same time as will often be the case with these kits. Setting the powertrain to the proper factory or conversion pitch angle - usually tilted down ~5 (3-7 acceptable) degrees - is recommended. Consult our engine conversion guides for more specific recommendations on placement if the engine is being replaced.

Clocking Information & Driveshaft / Yoke to Pan Clearance

Use of the factory size driveshaft and yoke is recommended. Our adapter design has maximized clearance between the transmission pan and yoke, but it is necessary that you install your GM engine offset 1-1/4" to the driver's side. If you are installing against a factory AMC engine with our 437-AMC adapter kit, your factory engine should already have this proper offset. Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). However, pan clearances and front axle width may inhibit the flatter options.

Engines & Engine Mounting

If converting to a V8 in conjunction with this upgrade, aftermarket engine mounts are available to ease its installation. Because of the broad spectrum of engines and vehicle combinations used with this adapter, it would be difficult to list them all here. Whatever your application, Novak likely has the perfect solution. From a 225 Buick V6 in a CJ2A, to an LS3 in your JK, we’ve got you covered.

Novak's engine mounts, featuring excellent vibration dampening, superior strength and impressive adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.

Engine placement in these applications is an effort in compromise to find the best position overall as a package. Generally the engine will be about 1” or even more towards the left, (driver’s side in the USA) away from the front differential in a CJ application. This gives the best balance of weight and more importantly clearance for the driveshaft going to the front axle. your tight spots will be steering to exhaust on the left (hold that as tight as you can) and clearance for the front driveshaft on the right. Fore and aft position will vary with the Jeep model and engine. Have a CJ5 and Gen I with a rear distributor? you’ll be better off a little forward for more rear driveshaft length and clearance for that HEI. If you are in a longer Jeep and using an LS engine with no distributor, you’ll have more fan clearance and better balance if you hold it to the rear. Usually for ground clearance tuck things up nicely for height to avoid damage to oil pans and other life giving parts in the Jeep. Common sense and taking a step back to look at things overall goes a long way.

Driveshafts

Driveshaft length changes are often required. Most conversions to these transmissions will require that the rear driveshaft be modified to be shorter and front driveshaft longer.

Some installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.

Driveshaft modifications and rebalancing can be affordable when performed by driveline, RV or tractor implement specialists. New driveshafts are an option, but not necessarily a requirement in regards to the actual successful conversion if your existing driveshafts are in good condition.

Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or “CV style” rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.

Axles

Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.

Also See

• Adapting AMC I6 & V8 Engines to the Chevrolet / GM Hydramatic Transmissions
• Complete 4L80E Transmission Package
• Parts for the Dana Model 300 Transfer Case
• Dana 300 Transfer Case Twin-Stick Shifter Kit
• Dana 300 4:1 Upgrade Gearset
• Dana 300 Ultra-Short HD Rear Output Assembly
• The Novak Guide to the GM 4L80E Automatic Transmission
• The Novak Guide to the Dana Spicer Model 300 Transfer Case