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- Year
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- Drivetrain
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- Additional Specs
The 6L80 Built For Your Silverado
This is a remanufactured 6L80 six speed automatic built specifically for the 2010 Chevrolet Silverado 1500 with the 5.3L gas V8 and 4X4 drivetrain. The 6L80, production code MYC, is a clutch to clutch unit designed for rear biased and all wheel drive longitudinal powertrains. It arrives with the bell housing and torque converter included, Dyno tested, and rebuilt to OEM specifications so it drops into your truck the way the factory intended.
Part of GM's 6LXX family that succeeded the older 5LXX units, this transmission uses a Lepelletier planetary gearset to deliver six ratios with fewer components. The aluminum case keeps weight down while the integrated TCM lives inside the valve body as a TEHCM. Tag IDs seen on the 2010 4x4 5.3L application include 0CKA, 1CKA, 19256837, 19328889, and 24245017, so matching your unit is straightforward.
Exact Fitment For Your 4X4 Truck
This 6L80 is configured for the 4X4 version of the 2010 Silverado 1500 5.3L. The core difference between 2WD and 4WD units is the output and tailhousing that mates to the transfer case. Internals are similar, but the fitment must match your truck. Ordering a 2WD unit for a 4x4 application will not bolt up correctly, so drivetrain matching matters here.
The 6L80 was used broadly across GM's lineup, including the 2009 to 2013 Silverado 1500 with the 5.3L and 6.2L, the 2010 to 2013 regular cab 5.3L, and matching GMC Sierra 1500 trims. The 4WD version also fits the 2010 to 2011 Cadillac Escalade, Escalade ESV, Escalade EXT, Chevrolet Avalanche, Suburban 1500, and several GMC models, making this a well supported platform.
Before you order, verify the transmission by RPO label and tag ID. Some 1500 configurations used the 8L90 or 10L80 instead of the 6L80, and compatibility is one of the easiest places to make an expensive mistake. Confirm the make, model, engine size of 5.3L, the 2010 model year, and the 4X4 drivetrain all line up with your specific truck.
How The 6L80 Performs
The 6L80 handles up to 440 ft. lbs. of engine input torque and up to 664 ft. lbs. of output torque through its cast aluminum case. Its gear ratios run 4.02 first, 2.36 second, 1.53 third, 1.15 fourth, 0.85 fifth, and 0.67 sixth, with 3.06 reverse and a wide 6.04:1 overall spread.
That generously deep first gear gives your 5.3L powerful starts from a standing stop, which matters when towing, hauling, or climbing off road. Rather than a direct drive, the 6L80 carries two overdrive gears. The double overdrive of 0.852 and 0.667 slashes highway rpm and heat, so a well tuned 6L80 feels both quicker and calmer than the older four speeds.
The torque converter locks up across all six forward gears and fully disengages when stationary, largely closing the fuel economy gap between automatics and manuals. That lockup, combined with the unique output gearset and variable valve timing on the 2010 5.3L, is why this pairing earns incrementally better fuel economy while still delivering strong acceleration traits.
Every 6L80 we supply for this application is remanufactured and rebuilt to OEM specs, then Dyno tested before it leaves our facility. A quality used or reman transmission shows documented verification, evidence that someone actually inspected the unit, an undamaged case, and clean fluid with no burnt smell or metal present. We know the warning signs owners look for, because we tear these units down and rebuild them with the known failure points in mind rather than simply reselling cores as is.
The common failure modes on the 6L80 are well understood. A complete loss of reverse, third, and fifth gears usually points to the 3 to 5-Reverse clutch housing, a known internal hard part failure. The 1 to 2-3 to 4 wave plate also fails, accelerated by heat. Complete failures frequently show up in the 100,000 to 150,000 mile range, often after an ignored torque converter problem spreads contamination throughout the unit. Our rebuild process addresses these weak points directly for lasting service.
