4L60E, 4L60E Transmission, Camero, Corvette, 4L60E, 4L60E, Transmission, 4L65E, 4L60E, 4L70E Transmission

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Performance Parts    Torque Converters    C5 Corvette    Hardened Input Shaft
LS1 Motor to 400 Transmission    
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4L60E to 4L80E Conversion


Chevy

4L60E / 4L65E / 4L70E Transmissions

1,000+ HP Rated

  4L60E Level 5 Extreme Raptor 

 

 

 

 

 

 

 

 

 

 

    wpe25.jpg (74262 bytes)  4L65E_Hardened_Input_Shaft.jpg (34484 bytes)  _DSC2707.JPG (314112 bytes)  5_Pinion_Rear_Planer.jpg (17633 bytes)            BILLET ROTOR 700R4 4L60E    IMG_1159-2.jpg (16171 bytes)      SuperBand.JPG (91407 bytes)    HPIM0571.JPG (37320 bytes)    HPIM1273.JPG (420320 bytes)  IMG_0586.JPG (160231 bytes)          IMG_1088.JPG (43873 bytes)  IMG_1091.JPG (51315 bytes)                       

Every man has dreamed of it, thought about it, and even vision himself doing it. The build all of all build all's. The time in your life when the kids are gone, wife is set up in her house like she wants, and you have some extra cash. It's time to build your dream car, and today we are designing a gear head's dream transmission. The transmission we always dreamed about, the transmission with the best of the best. The transmission you know nobody has ever developed before. On this date 03-29-12 nobody in the world has the transmission parts available to build this but us. With the release of the new Smart Tech Input Drum we are proud to present this new development to you. 

"When designing this transmission we were given the Carte Blanche by Turbo Don our Owner and Founder, we were told we did not have any budget guidelines but it has to handle 800 hp reliably. We are living vicariously through somebody else's checkbook. Is there a better job?" - PATC Development Team.

Available now the level 5 Extreme Raptor Transmission, the worlds fastest strongest 700R4 / 4L60E transmissions - Stronger because it has the "Smart Tech Input Drum" - This drum is able to use 9 Red Eagle clutches and 8 full thickness Kolene steels with a special ZERO-FLEX backing plate - This was never possible before - Faster because it has our PATC "Power Gear" planetary - This planet gear has the correct gear ratios so you don't get the usual RPM / power drop-off between first and second gears - This gearing will lower your quarter mile time by 3/10 to 5/10 of a second - "Thirty years in the making, these where the last two parts needed to make the 700R4 / 4L60E truly awesome transmissions" - This transmission is able to handle extreme horse power, higher than any other 700R4 / 4L60E transmission ever built before.

This transmission has broken all the rules and all the records. After 30 years of research, development, and destruction the COMPLETE solution has arrived for the 700R4 / 4L60E platform. We have 14 major design changes that have been performed on this transmission. We have always wanted a 700R4 / 4L60E that could handle insane power reliably. It has arrived Ladies and Gentlemen.

Our 1st area we wanted to address is the gear ratios in this platform. From the factory we are faced with a 3.06 1st gear ratio and a 1.63 2nd. When the 700R4 was 1st designed the V8's were packing a measly 180hp from the factory, so when combined with a 4,500 lb vehicle the 3.06 1st gear worked great. Fast forward to today when a 500hp daily driven street car is the norm and you soon realize that you blow through 1st gear rather quickly and just blow the tires off. Then you hit 2nd gear and you see this large RPM drop and high horsepower vehicles are at a lower part of the engine efficiency. This is exaggerated even more with the addition of larger camshafts with tighter lobe separation angles and you soon find yourself trying to shift later out of 1st so your drop isn't as low coming into 2nd where you have very little port velocity. So we are faced with a 1st gear that is useless and a 2nd gear that initially lugs our engine. We were sick of this and said we will not let this be an issue in our dream transmission. We changed the gear ratio on this transmission from the factory 3.06 1st gear to a 2.84 1st gear. We took 2nd gear and changed it to 1.57 vs. a stock 1.63. We achieved this with our 6 pinion front planet. This is the 1st time we have ever offered this planet set in a transmission. 

We then moved to the rear planet replacing the pathetic 4 pinion factory style planet with our NEW AC Delco rear 5 pinion planets. These planets have 25% more load carrying ability. Keep in mind GM felt the need to turn to this planet in 2002 with the y-body and made it standard on all LQ9 equipped trucks. These vehicles only came with 345hp and 385 ft lbs of torque with loads of torque management programmed in from the factory. You can imagine the added production cost involved in adding these. These planets are new GM, not the inexpensive aftermarket Taiwan planets sold elsewhere. The GM planets runs twice the cost of cheap aftermarket and standing them side by side it becomes very apparent the differences. The 1st being that the planets gears themselves do not move as freely as the Factory ones. The aftermarket planets also have a weaker thrust bearing with less roller bearings, this is immediately noticed when attaching the reaction shaft to the top of the planet and spin it. The inexpensive planets spin at a much slower rate and you notice a significant amount of drag, which equals parasitic loss. Bottom line we did the right thing here yet again.

Ahhh, the infamous 3-4 clutch. This has been a headache on this platform for too many years. We have many arguments, debates, and even fights over this clutch pack. We have seen clutch solutions from mild to wild, while nobody really looked at the real issue, deflection in the drum. How many of us have air checked our input drum at 60-100 psi and seen the bending and flexing of the plate and snap ring? This deflection can and will lead to coning within the 3/4 clutch pack which always cause premature failure. This was most apparent within the industry when General Motors modified the clutch pack in 2006. When the LS2 platform was released in the Trailblazer SS GM added another clutch to the set-up to try to end all of there woes. While adding another clutch to the 4L70E did help improve the life, the problem didn't go away. At this point in development GM already had the 6 speed 6L80 sitting in the y-body that year and further development ceased. This is where we picked up. We knew that our last obstacle was making the 3/4 clutch survive for more than half a race season. Fast forward to today and we are proud to present the last piece of the puzzle. With the new Smart Tech drum we were able to finally solve the issue with deflection with in the 3-4 clutch pack. This allowed us to not only get radical with our pressure apply rates (no coning) but it also allowed us to no longer worry about the end of the drum blowing out under extreme conditions. This gives us the ability to have tremendous clamping load within the drum. We were also able to achieve more clearance with the new design pushing our clutch count to an astounding 9 Red Eagle full thickness double sided clutches and 8 FULL THICKNESS Kolene coated heat treat steels. End result, is a drum that can withstand tremendous apply force, incredible clamping load, additional clutches and absolutely no deflection in the 3/4 clutch pack. If we had the option this drum would go in every single transmission we build here, but at $500 a pop, it is only an additional option on our level 2, 3 and 4 700R4 / 4L60E transmissions. Bottom line, this is the end all of all end alls for our 3-4 clutch pack woes.

Every single component of this transmission has been over engineered. This transmission is ready for anything you could possibly throw at it. Whether it's your supercharged H2 Hummer with oversized tires or your twin turbo'd C5 Corvette. There's NO OTHER transmission on earth built to this magnitude. Our level 5 Extreme Raptor has left no stone unturned and no expense spared. "Thirty years in the making, these where the last two parts needed to make the 700R4 / 4L60E truly an awesome transmission" (#2 & #3 below). Lets take a look at our build in detail.

We have many reports of the Level 5 Extreme Raptor transmission holding 1500 horse power.

1.   5_Pinion_Rear_Planer.jpg (17633 bytes)  We start with ripping out the factory 4 pinion rear planet and replacing it with a modified (to improve oil flow) 5 pinion GM planetary. These are not cheap Chinese knock off planets. 4L60E Extreme Duty rear planet with 5 pinion gears. This planet gear is twenty years past due, this has always been a weak point on the 700R4 transmissions. These are new OEM planet gears, not after market or GM rejects. After market five pinion planets will not work. These 5 pinion 2002 type GM gears are at least 25% stronger than the old type. The use of five pinion gears for the input and reaction gear sets spreads the torque load so that less of the load is held by any one gear. This five pinion reaction carrier was designed for the increased torque load of the 6.0L version of the Gen III V-8, as well as Corvette's LS6 engine. The 5 pinion gears are a great feature, but the #1 reason these gears are better than aftermarket gears is the high quality steel the carriers are made of. (After market 5 pinion planet gears aren't as strong as OEM 4 pinion planet gears.)

2.   _DSC2707.JPG (314112 bytes)  The next major improvement we perform moves us to the PATC 6 pinion front planet gear that controls first and second gear ratios. In High horsepower applications the factory 3.06 1st gear ratio gives a less than desired RPM from 1st to 2nd. If you have a larger cam with a lot of duration on a tight LSA (Lobe Separation Angle) then your recovery when engaging 2nd gear puts you at an undesirable rpm that doesn't make a decent amount of port velocity, giving a slight lull upon apply. This also holds true with turbo chargers and centrifugal superchargers. The flip side to this is that the 3.06 1st gear is over and done with so quickly that it is practically a wasted gear. We have corrected both the 1st and 2nd gear ratios by changing them to 2.84 1st gear and a 1.57 second gear. This gives you less RPM drop between the first 3 gears improving E.T. times as much as .4 tenths as tested and confirmed by Champion Motors in Canada. This close ratio 700R4 gear set will have a 11.72% less RPM drop between 1st and 2nd than the wide (stock) ratio gear set. In other words the close ratio gear set will only have 88.28% as much RPM drop as the wide ratio gear set. This is what people have been asking for, for years. These will work on any 4L60E / 700r4 type transmission without a gear ratio error code, if the PCM is modified. The sun gear is made from 4340 billet steel and the pinion gears are 4130 steel. This gear set is used to reduce torque multiplication / rotating speed in the transmission in first gear. This improves track applications that overpower the rear tires upon launch. This is common with numerically high final drive ratios. Now you will have a choice between the wide ratio or the new close ratio gear sets. This planet gear has the correct gear ratios so you don't get the usual RPM / power drop-off between first and second gears.

3.     The 3-4 clutch failing has long been the big issue with these transmissions. The issue has always been deflection of the 3-4 backing plate that occurs during high pressure apply (see video below of the Smart Tech Input Drum). This was caused by flexing in the backing  plate and snap ring. Flexing / Bowing of OE and other aftermarket backing plates is eliminated with this heavy duty bolt-on backing plate. This unique design ensures even clamping of the 3-4 clutches in higher horsepower, higher pressure applications. By eliminating the 3-4 snap ring and using a stiffer backing plate, space is made available for one additional friction and steel. This makes it possible to simultaneously increase the clutch torque capacity and eliminate the possibility of retaining ring blow-out. A steel reinforcement sleeve prevents breakage in the spline area. Housing fatigue failure resistance and housing life are significantly improved with a special treatment process that reduces stress crack formation. "Thirty years in the making, these where the last two parts needed to make the 700R4 / 4L60E truly an awesome transmission" (#2 & #3).

4.   wpe11.jpg (96289 bytes) This is the answer to every shaft concern you have ever had.During our testing when developing our 300 Maraging steel (Vascomax) shaft we found that even heat treated shafts and conventional 300M shafts would twist and deflect. This twisting would cause the fluid passages within the shaft to become out of round, leading to fluid issues within the transmission. Our 300 Maraging steel shafts differ from conventional 300M shafts in that they are a high nickel alloy, virtually Carbon free, Have a much higher yield point (294,000 lbs vs 243,000 lbs per square inch), and are age hardened. This makes this this shaft incredibly stable, when age hardening process is performed on this shaft shrinkage is less than .001. Other manufactures typically opt to use 300m material due to the fact that 300 Maraging steel is typically 3-4 times more expensive in raw material and requires more expensive tooling to work with this harder material. We have designed these shafts with no TCC check balls (No capsule ball assembly). The removal of these TCC check balls will result in a firmer torque converter lock-up. This also allows the Lock-up clutch to apply at a much faster rate due to there being no restriction for exhaust of the oil. When you look closely at the check ball you will notice there is a small hole that allows the oil to pass at a certain rate. In testing these shafts the splines and shaft held to an amazing 1800 ft. lbs of torque before the spline eventually gave way. We highly recommend these shafts for use in vehicles with high horsepower and frequent drag racing. This Shaft is also recommended for vehicles towing heavy loads or Trucks with oversized tires.   

5.     The Sonnax Smart Shell 77749-02K is a heavy duty reaction shell kit with revised thrust loads. Stripped or cracked shells are a problem in 4L60/E units, however an equally common problem is a failed rear planet captured bearing. The Smart Shell is the only heavy duty shell to address both issues. The Smart Shell is made of thicker material and the hub area is strengthened further with a steel collar that is precision welded to the shell. The splines are heat treated with a tested process to ensure strength and longevity. The lugs that engage the reverse drum are heat treated as well to avoid flaring. By replacing the black plastic washer with a thrust bearing and controlling the height of the modified OE race, the Smart Shell reroutes thrust loads away from the captive rear planet bearing and sun gear. The rerouted end play / thrust loads pass through the new thrust bearing and modified roller clutch race directly to the rear planet carrier, completely bypassing the vulnerable captive rear planet bearing. See details below. Smart Shell Features. Reinforced shell withstands torque load at the hub. Large bearing supports shell to withstand thrust load. Thrust load passes directly to the carrier from the shell through the large bearing and race, bypassing the small captured rear planetary bearing. In addition to torque load damage, thrust load flexes and breaks shell at the hub bend. Thrust load passes from shell through the sun gear, then overloads the small captured rear planetary bearing.

6.    Brand new (not remanufactured) High performance transmission pump assembly. We blue print this pump and Dyno test each one upon assembly. We install the upgraded billet 13 vane pump rotor and slide. We also add our larger .500 oversized boost valve along with several other proprietary modifications such as our high output pump slide spring that keeps transmission fluid pressure steady at RPM's in excess of 7,500 rpm's.

7.    "MegaRaptor-2L" This is our 10 1/2 inch Billet Converter with a Billet Clutch Apply Piston that will not flex. It has a very large carbon clutch with 40+ square inches of clutch lining. The torque multiplication rates can be ordered in 2 to 1, 2.5 to 1 or 3 to 1. The torque multiplication of this converter will deliver an increase of up to 50 horse power to the rear wheels. The MegaRaptor-2L with its carbon fiber clutch will withstand power levels of 1000 horse power. This 10 1/2 inch converter can be ordered with stall speeds of 2000 to 5500 RPM.

8.   BILLET ROTOR 700R4 4L60E 13 Vane Billet Steel Pump Rotor. Made from 4140 steel then heat treated. The stock pump rotor has been known to explode with very fast acceleration due to sudden centrifugal force shock.

9.     Pinless forward accumulator piston. In 4L60-E units it is common for the plastic forward accumulator piston to wear or crack. This causes a fluid loss resulting is delayed engagement, slips, burned clutches and/or band. Repeated reciprocation of the accumulator piston causes the piston pin bore to wear. Fluid loss through the piston pin bore or cracks causes forward clutch to slip. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles.

10.   4L60E Heavy Duty 2-3 Shift Valve. Sonnax has developed a drop-in replacement 2-3 shift valve that applies the overrun clutch in D3, 1st , 2nd and 3rd gears where the factory valve applies the overrun clutch only in D3, 3rd gear. Applying the overrun clutch in 1st and 2nd provides added durability to the input sprag and forward clutch in heavy duty vehicles, plow trucks and high performance applications. In addition, this Sonnax valve allows full downshift engine braking in 1st, 2nd and 3rd while the shifter remains in the D3 position. This upgrade would work well with applications using aftermarket electronic “paddle” shifters

11.   4L60E intermediate servo release check valve. This valve meters servo release oil for a shorter 2-3 shift while providing proper exhaust for a smooth 3-2 down shift.

12.     4L60E high output pump slide spring. When engine speeds exceed 5800 RPM, the centrifugal force on the pump vanes acts to center the pump slide and reduce the pump volume. In high performance applications, it is critical to maintain maximum pump volume in order to hold line pressure and avoid 3-4 clutch failure. This high output single spring is stiffer than the dual OEM springs and is able to hold the pump slide in a maximum volume position despite the high engine RPM.

13.   Stop burning apply bands with this 4L60E high performance intermediate billet servo. This Superior / Fairbanks servo has 35% more holding power (fluid apply area) than the Corvette servo found on other brands. It'll give a firmer 1-2 and 2-3 shift. It also fits 4L65E / 700R4 transmissions.

Add Pan and Output Shaft upgrades if needed. We recommend our #MR-2 or #MR-2L billet torque converters for this transmission.

 

Level 5 4L60E, 1993 - 1995, $5668.00
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Level 5 4L60E, 96 Up non-LS1, $5718.00
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Level 5 4L60E, 97 Up LS1 Type, $5818.00
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#700M. Level 5 4L60E Upgrade. Finally a 300M output shaft for the 700R4 / 4L60E transmissions. 4WD output shafts are worse about breaking than a 2WD, because the longer 2WD shaft has a torsion bar effect. This shaft uses the late type oil seal on the front end. The 4WD shaft weighs almost four pounds.

4WD Cost $495.00
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2WD Cost $495.00
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Chevy

4L60E / 4L65E / 4L70E Transmissions

Level 3

This heavy duty / high performance 4L60E transmission has all of the updates and features of our high performance 700R4 transmission. Your rebuilt electronic 700R4 will be ready for any type of heavy duty or high performance use. This transmission is for the person that needs something better than stock. Corvette, Camaro, street rods, towing, four-wheel drives and others. It comes with a heavy-duty torque converter and your choice of stall speeds up to 2800 RPM. This transmission is for any type high performance / heavy duty use up to 600 horse power / 450 torque (600 with Raptor Drive package) using pump gasoline. See ratings chart below. Add torque converter and Raptor Drive upgrades if needed.

This transmission comes with a high performance Superior intermediate billet servo, a high performance Superior overdrive billet servo, The Beast reaction shell, oversize pressure boost valve, performance 1-2 accumulator spring, extra wide sun gear bushing, extra wide rear stator support bushing, special intermediate servo release check valve, high output pump slide spring, Billet Steel pump rotor, Transgo performance valve body plate if needed, 29 element Borg Warner forward input sprag, Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive, 8 Red Eagle clutches with full thickness Kolene steels are used in the 3-4 clutch drum and an extra heavy duty torque converter with a Sonnax carbon fiber clutch (#2 or #2L on the converter list).

If you need the best you're at the right place. Now you can tow up to 6,000 pounds in overdrive. This 4L60E (electronic 700R4) package deal can be yours without a trade-in for $2379.00 for a 1993-1995, $2429.00 for a 1996-Up, $2529.00 on 1997 up LS1 type motors. The freight runs from free to $140.00 after freight discount in most cases.

_DSC3135.JPG (133555 bytes)  SuperBand.JPG (91407 bytes)          BILLET ROTOR 700R4 4L60E  _DSC2143.JPG (168035 bytes)                   

Level 3 4L60E, 1993 - 1995
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* See part #20X below.

Buy a 700-E Raptor, 700-E Raptor Junior or 700-E Mega Raptor transmission and torque converter anytime during 2014 and receive your choice of a PATC fluid temperature gauge, transmission cooler, stock type deep pan or PATC Racing T-shirt Free !

SALE! Buy a 700-E Raptor transmission and add the #45 Raptor Drive Package as an upgrade for $320.00 (LS1 $368.00).

Important 4L60E Information, Click Here !

Level 4

    " 700-E Mega Raptor "  

Turn the above or below 700-E Raptor transmissions into a 700-E Mega Raptor transmission by adding the Raptor Drive package, Torque Master package and two Extreme Duty five pinion planet gears for $1198.00 ($1246.00 for LS1 type).

   SuperBand.JPG (91407 bytes)          BILLET ROTOR 700R4 4L60E  _DSC2143.JPG (168035 bytes)                         

Level 4 4L60E, 1993 - 1995
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Level 4 4L60E, 96 Up non-LS1
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Level 2

" 700-E Raptor Junior " - This transmission comes with a high performance intermediate billet servo that has far more holding power than a Corvette servo. It will give a firmer 1-2 and 2-3 shift. It also has a high performance overdrive billet servo with 50% more holding power than the stock overdrive servo. This servo gives a firmer 3-4 shift. Our level two 4L60E comes with an oversize pressure valve. Now you can buy a 700-E Raptor Junior transmission with the #32 Wake Up Kit installed (numbers 1-3X-27), an Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive, "The Beast" reaction shell and the #1 Street Raptor torque converters for $1999.00 for a 1993 to 1995. The 1996 up non LS1 motor transmission sells for $2099.00 with the #2 Super Street Raptor torque converter. This transmission by itself is better than most of the other high performance 4L60E's on the market. No trade-in required. See ratings chart below.

 

 

 

 

 

 

 

 

      SuperBand.JPG (91407 bytes)  _DSC2143.JPG (168035 bytes)  _DSC3126.JPG (71884 bytes)         

Level 2 4L60E, 1993 - 1995
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Add a 3-4 clutch upgrade to our level 2 700 Raptor Junior transmission for $79.00. Replace 6 brown clutches with 8 Red Eagle clutches. That's right, get 8 Red Eagle clutches and Kolene steels in the 3-4 clutch drum for only $79.00.

 

 

 

 

Free Freight Deal ! Extended for an indefinite period of time! Buy any performance / heavy duty overdrive transmission and torque converter and we'll pay up to $110.00 on the freight.

Attention Camaro and Firebird Owners !

Same transmission as the above with full manual shifts, no computer or wiring needed. The transmission will be in the gear you select and changes to any gear you choose when you move the selector. Turn any RPM you want in any gear. Add $429.00 to the above prices. Shift kit uninstalled price $299.00

Attention 1997 to 2004 C5 Corvette Owners !

                     

We now build 700-E Raptor transmissions for the 1997 to 2004 Corvettes. Some of the improvements to this transmission over the stock transmission are two oversize servos, Alto oversize Kevlar 2-4 PowerBand with new band drum, Red Eagle 3-4 clutch pack with 8 clutches and full thickness Kolene steels, intermediate servo release check valve, performance 1-2 accumulator spring, high output pump slide spring, oversize pressure valve, performance converter (#2X), extra heavy duty shell "The Beast" and the two planet gears have five pinion gears instead of four. Cost with a trade-in $2529.00. Cost without a trade-in $3329.00. SALE! Buy a 700-E Raptor C5 transmission and add the #45 Raptor Drive Package and the #44X Torque Master package as an upgrade for $386.00. This is a full $50.00 savings. These cores are hard to get, so we may need to build your core. See ratings chart below.

Toll Free Transmission and Speedometer Gear Order Line 1-888-8771008
Toll Free Transmission Parts Order Line 1-888-2012066

Most of the parts found in our 700R4 and 4L60E Raptor transmissions are better than or equal to the Factory's best 4L65E transmissions. Our new MegaRaptor and Bionic MegaRaptor torque converters are designed to be the best on the market.

4L60E / 4L65E / 4L70E

High Performance Parts !

Ask about our quantity and transmission builder parts discount.

HPIM1204.JPG (115218 bytes) #1. 4L60E high performance intermediate billet servo. This Superior / Fairbanks servo has 35% more holding power (fluid apply area) than the Corvette servo found on other brands. It'll give a firmer 1-2 and 2-3 shift. It also fits 4L65E transmissions. Can be installed without removing the transmission or valve body. Cost $89.00 (3 or more $75.00 each, 15.7% off.)

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HPIM1203.JPG (172318 bytes)

#1X. 700R4 / 4L60E high performance intermediate billet servo. This Sonnax servo has 18% more holding power (fluid apply area) than the Corvette servo and 6 O-rings for a positive seal, plus it comes complete with an apply pin with 3 sealing rings. Yes that's a total of 9, no leaks here. Eighteen percent would be half way between a Corvette intermediate servo and the Superior servo. It'll give a firmer 1-2 and 2-3 shift. Can be installed without removing the transmission or valve body. Cost $118.00

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#2. 4L60E Corvette intermediate servo. This is the servo that comes from the factory in Corvettes and high performance Camaros. This is the best one GM makes. Not as firm as the above servo. Also fits 4L65E transmissions. Cost $19.00

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#1P. Longest intermediate servo pin for 700R4 / 4L60E transmissions. The tip of this pin can be ground shorter to get the correct band adjustment. Cost $23.00

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#1LP. This 700R4 / 4L60E servo pin is longer than the longest OE pin. The extra length simplifies adjustment, eliminating the need for adding length to the pin. Made from Chromemoly steel it's durable enough for high performance applications as well as stock replacement. Dual Teflon seals have been added to improve sealing in the case bore and an o-ring has been added to improve sealing between the pin and the 2nd gear servo. This servo pin is fully compatible with OE and aftermarket servos. Cost $32.00

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#3. 4L60E high performance overdrive billet servo. This Super-Hold Servo has 40% more holding power (fluid apply area) than the stock overdrive servo and gives a firm 3-4 shift. Can be installed without removing the transmission or valve body. Left picture. Cost $89.00

#3X. 4L60E high performance overdrive billet servo. This Superior / Fairbanks Maximum Overdrive Servo has 50% more holding power than the stock overdrive servo. Talk about your extra firm 3-4 shift, this is it. It also fits 4L65E transmissions. Can be installed without removing the transmission or valve body. Good for towing in overdrive. Right picture. Cost $89.00. (3 or more $75.00 each, 15.7% off.)

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#K12SS. Seal kit for OEM and Superior 700R4 / 4L60E intermediate servos. Cost $14.00

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#K34SS. Seal kit for Superior 700R4 / 4L60E overdrive servos. Cost $12.00

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700R4 / 4L60E Animated Servo Operation, Click Here

#24.   - - - Master 700-E Raptor Rebuild Kit (4L60E). This package deal comes with: an Alto master rebuild kit with an 8 clutch Red Eagle Power Pack and full thickness Kolene steels for the 3-4 clutch, "The Beast" reaction shell, pump bushing, case bushing, extra wide sun gear bushing, wide stator support bushing, pump seal retainer, filter, heavy duty / high performance converter - #2 or #2L on the converter list with your choice of stall speeds up to 2800 RPM, thrust washer kit, high performance Superior 2nd gear billet servo (not a Corvette servo), high performance Superior overdrive billet servo, oversize pressure boost valve, 29 element Borg Warner forward input sprag, 10 or 13 vane pump kit, performance 1-2 accumulator spring, special intermediate servo release check valve, high output pump slide spring, Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive, Transgo separator plate and the freight is included anywhere in the 48 United States. All of this can be yours for $888.00. Now you can tow 6,000 pounds in overdrive, try that with a stock 4L60E transmission. You can add or subtract from this package deal. Fits 1993-1996 4L60E transmissions. Add $54.00 for 1997 up with molded pistons plus high energy and Red Eagle clutches. Add $45.00 for #2L torque converter on some 1998 up LS1 bolt pattern motors. This is a 4% discount plus free freight. This is the exact parts list we use in our level 3, 700E Raptor transmission. We need to know your model year, motor type and stall speed needed. We will call you for year, motor type and stall speed if ordered online. Spend at least $700.00 on this kit and you get free UPS.

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#5SR. 700R4 / 4L60E / 200-4R Pump Seal Retainer. Cost $3.00

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#5PR. 700R4 / 4L60E / 200-4R Pump Ring Set (2). Cost $6.00

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#5-10V. 700R4 / 4L60E 10 vane pump kit. Transmission must be removed to install this kit. (OUT OF STOCK) Cost $33.00

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_DSC2205.JPG (320534 bytes)#5. OEM Delco 700R4 / 4L60E high performance / high volume pump rotor kits. Turn your seven or ten vane pump into a thirteen vane pump. This kit will eliminate irregular pump pressure above 5,000 RPM. Transmission must be removed to install this kit. (When using a 13 vane pump don't raise the motor speed above idle until the transmission is full of fluid, doing so may break the pump rotor.) Cost $59.00

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#5V. Pump vanes $0.69 cents each.

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#5XE. 4L60E Pump with the oversize Sonnax .490" boost valve and a 13 vane rotor. Fits non-PWM 4L60E 1993 to 1994 transmissions. Cost $235.00 without a core charge. Same pump for 1995 up PWM without 300mm stator support shaft. Cost $240.00 without a core charge. All 1998 on LS type without a core charge. Cost $240.00. 2006 on with input speed sensor $240.00 plus $75.00 core charge.

1993 - 1994 NON-PWM
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1995 Up PWM - without 300mm Stator Support
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1998 Up LS Type with 300MM Stator Support
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2006 Up LS Type with Input Speed Sensor
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" The Indestructible "

BILLET ROTOR 700R4 4L60E #13BR. 700R4 / 4L60E / 200-4R 10 or 13 Vane Billet Steel Pump Rotor. Made from 4140 steel then heat treated. The stock pump rotor has been known to explode with very fast acceleration due to sudden centrifugal force shock. Cost $165.00

10 Vane
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13 Vane
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#5VT.  Vent tube for 700R4 / 4L60E transmissions. Cost $8.00

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#6S. Like new 4L60E / 700R4 Remanufactured Input Sprag Assemblies. Cost $60.00

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#6. 4L60E, 29 element Borg Warner forward input sprag. This 29 element sprag is much better than the other 29 element sprag, because the double cage design makes the 29 elements apply in a more even manor preventing the elements from flipping. Fits late 1993 up. Cost $45.00 

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#6SR. 700R4 / 4L60E, low / reverse spring and roller. Fits 1987 up transmissions. Cost $18.00

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#7. 4L60E dip stick and tube with locking top. This late model dip-stick has a locking top to prevent blow-out and make a positive seal. Cost $27.00

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4L60E Lokar Flexible Firewall Mount Braided
Stainless Transmission Dipsticks

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#66. You can have unlimited flexibility with our Teflon lined Flexible Braided Stainless Transmission Dipstick. Kit comes complete with braided stainless outer housing and heat resistant E-Z to Read flexible inner dipstick measuring cable. Inner cable is molded with appropriate trans fluid levels. Billet aluminum handle and billet aluminum fittings complement Lokar’s Flexible Engine Dipsticks. Kit includes dipstick funnel adapter to assist in filling. Designed for “push in” style transmissions. Dipstick seals with O-rings. Applications available for GM, Ford and Chrysler in firewall mount. Firewall mount measures 24" in length. Kit comes complete with installation instructions. Call for information on custom lengths and applications. Cost$89.00

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Lokar Firewall Dipstick

IMG_x1114.JPG (129992 bytes) #9D. Dodge OEM Auxiliary Transmission Cooler. Special purchase factory OEM auxiliary cooler for Dodge gas motors, but will also fit Ford and GM. We only have 22 of these. The Dealer list price is $243.10. Part # 05159060AB. Measures 23 1/4 X 4 X 1 1/4 inches. Fits Dodge 2005-2009 and others. PATC Price $119.00

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#9. Hayden transmission coolers. 12 X 7 1/2 X 3/4. Cost $45.00 - - - 15 1/2 X 10 X 3/4. Cost $55.00 - - - Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

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12" X 7 1/2"
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15 1/2" X 10"
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_DSC2104.JPG (81044 bytes) #55X. Automatic transmission cooler with integral fan. Ideal for racers that require cooling of transmission fluid when the vehicle is not in motion. This is a 16 pass double row cooler with a 650 CFM 10 inch Tornado Electric Fan, 25,000 GVW. AN fittings are compatible with existing rules and build practices. 10 3/4" x 15 5/8" x  4". Cost $189.00

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#55T. Thermostat for the above cooler. Automatic Controller for Remote Cooler, 6AN Ports, Can Attach Directly to Cooler Core or Place Inline, Activates Fan at 180 Degrees. Cost $32.00

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  • High Efficiency OE Design
  • 30% Less Space Required than Typical Tube / Fin
  • 100% Aluminum Construction
  • Complete Installation Kit
  • Four Sizes to fit most any Application
  • Embossed Plates / Internal Turbulation of Fluid
  • Powder Coat Black Finish
  • 3/8" Barb / Push On Fitting

#9DER. Derale transmission coolers. 7 1/2 X 11 X 3/4 Cost $59.00 - - - 11 1/4 X 11 X 3/4 Cost $69.00. Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

7 1/2 X 11 Inch
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11 1/4 X 11 Inch
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Transmission Life Expectancy Chart

Attention 4WD owners with Superchargers!

4L60E to 4L80E Conversion

_DSC2485.JPG (255643 bytes) #10A. Swap your 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. You can use the computer you have now on 1998 up models with the use of our #10X wiring harness. The transfer case you have now can be used as is and will be moved 1 3/4 to 3 1/2 inches to the rear. (WILL NOT FIT A 5 BOLT TRANSFER CASE) Cost $572.00

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Buy the shaft alone for $355.00.

Buy the adapter alone for $217.00.

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#10B. This is a 3/4 inch spacer needed on some late model transfer cases to make the #10A adapter fit (Will require some slight fitting on 2007 6L Hummer H2 for sure). Needed on Borg Warner transfer cases used on Hummer 2 and Cadillac Escalade. Cost $79.00

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#10X. Wiring harness to convert from a 4L60E transmission to a 4L80E transmission. 1998 up LS1 type only. Cost $225.00

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This harness takes a gray case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#10XL. Wiring harness to convert from a 4L70E transmission to a 4L80E transmission (Some 2006 On, 4L70E type with input speed sensor only). Cost $225.00

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This harness takes a black case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

#LS1-700. Crankshaft spacer to install an early type 4L60E transmission or 4L80E on a LS1 type motor. Six longer flywheel bolts included. The LS1 flywheel is reused. The flywheel goes on first then the spacer. The torque converter bolt holes in your flywheel must be elongated to fit your non-LS1 torque converter bolt circle. On some late model Hummers as much as .160" may need to be machined off of the front side for proper converter pilot shaft fit. On some late model Hummers as much as .160" may need to be machined off of the front side for proper converter pilot shaft fit. Cost $112.00

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#10C. Crossmember for the 4L60E to 4L80E transmission conversion, 2000 up Tahoe and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid or any other pan. Cost $350.00. On some trucks the crossmember will slide to the rear. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) This price includes a $130.00 core charge, return your old crossmember in good undamaged condition for a refund.

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#10D. Crossmember for the 4L60E to 4L80E transmission conversion, 2007 up Tahoe (NEW BODY STYLE) and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid. This crossmember isn't the same as #10C. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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The three above crossmembers can be built for a two wheel drive transmission.

#10T. You get the 4L80E to Tahoe 4L60E transfer case adapter, custom made 4L80E to 4L60E transfer case output shaft, 4L60E to 4L80E wiring adapters, LS1 motor to 4L80E crankshaft spacer and a #10C custom built 4L80E crossmember that moves the transmission mount to the correct position. You saw it here first. Even the best built 4L60E transmission in a heavy 4WD supercharged Tahoe wont last long, a built 4L80E transmission is twice as strong as a built 4L60E transmission. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $1234.00

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#10C-2WD. This crossmember was made for a 2WD 2003 5.3L half ton pickup 4L60E to 4L80E swap. This was a 500 horse power blower motor. The center section moves to the rear 6 1/4 inches. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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#10H2. Hummer II Crossmember for the 4L60E to 4L80E transmission conversion. Cost $310.00

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#10M. Extreme Duty Energy Suspension Polyurethane transmission mount for the 4L60E to 4L80E swap (4WD). Fits most GM full size 4WD. Cost $62.00

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4L60E to 4L80E Conversion Tuning or 4L60E Custom Tuning

PATC has solutions for all of your transmission needs. When converting from a 4L60E to a 4L80E transmission it is necessary to perform a segment ID swap on the pcm for proper shift strategies. PATC can perform this swap for you using HP tuners software by email or with you shipping us your pcm. Please call Blake for pricing @ 1-888-201-2066. Fill in the shopping cart to the right and we will call you for details.

4L60E or 4L80E Custom Tuning

4L60E or 4L80E ?

Why is tuning so important for my late model transmission?

With today’s technological advances transmissions are just as complicated as modern fuel injection engine management systems. These super computers can make adjustments to your transmission in just millionths of a second. The days of simply making a few mechanical adjustments and improving shift quality and feel are over with. We now must take into consideration shifting strategies within the pcm or tcm to compensate for the mechanical improvements we have provided within the transmission. Below you will see a good example:

  Above we have a stock table from a 4L60E transmission. This is the desired shift time table. If you noticed this table is based upon ft lbs. of torque. Look at the top row and go to 240 ft. lbs of torque, you will see that the computer is looking for a .450 second shift in that cell. This is ˝ second shift from 1st - 2nd. If we were to simply install a servo and boost valve in this transmission, the computer would see that the transmission is shifting too quickly. The adaptive strategies of the transmission would then increase the voltage to the force motor, trying to achieve a softer, longer shift. This would be a complete opposite of what we are trying to achieve. In high horse power or heavy towing this long delayed shift would result in added wear to the components in the transmission. The longer the shift (smoother) the more slippage that must occur. Automobile manufactures are faced with 2 issues, a dual edged sword if you will. While they are always searching for improved ways to increase the life of the transmission, they must also consider the NVH factor. NVH stands for Noise Vibration Harshness.

  Next below you will find an example of another 4L60E table which involves Torque Management. This is a strategy to control the the amount of power the transmission sees in between shifts. Giving you longer, less desirable shifts. In our tuning we do delete some if not all of this according to your needs and the build you are getting.  While the most efficient would involve no slip, improve acceleration, and reduce transmission temperature. This would also cause a harsh and abrasive shift that the majority of consumers would find unrefined. Our tuning can provide you with the best of both worlds. When combined with our components we can provide the perfect set-up regardless of your needs.

Attention C4 Corvette Owners

#C480. 4L80E in C4 Corvette Adapter (1984 - 1996). Swap your 700R4 / 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. At this time we have an adapter kit for the C4 Corvette to replace your 700R4 / 4L60E transmission with the much stronger 4L80E transmission. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. This is the worlds first 700R4 / 4L60E to 4L80E swap direct replacement. All that needs to be changed on the 4L80E transmission is the tail housing and output shaft. The full manual shift model works without a computer. Only 1 left. Cost $599.00.

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There may be other uses for this shaft. Replace any 700R4 / 4L60E transmission with a 4L80E of the same length. Coming soon 700R4 / 4L60E to TH400 and T-56 to 4L80E adapter kits.

#6C4. This adapter makes it possible to install a C4 Corvette tail housing with C-beam mount on a late model 4L60E transmission. This adapter is 1 9/16 inches long. Cost $214.00

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#CGM2. Adapter to install a 4L80E transmission on a Dodge 23 spline transfer case (automatic only). The 1996 up transfer case when used with the above Cummins adapter will be in the approximate same position. The 1995 back transfer case will move to the front approximately 4 1/2 inches. Cost $468.00

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#CGM. Cummins 4BT / 6BT to a Chevy 4L80E / 700R4 / 4L60E / TH400 transmission, billet aluminum transmission adapter and billet steel flexplate.Fits 12 valve 2002 back, 2003 up Common Rail. We have a computer to control a 4L80E / 4L60E transmission. This Cummins adapter and flexplate Combo Kit is light years ahead of the used adapters on the market that don't fit correctly. Cost $1090.00

Early 12 Valve Cummins Adapter to GM
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Late Common Rail Cummins Adapter to GM

This adapter uses a 6 liter Ford Power Stroke starter. If your Cummins engine has a standard transmission flywheel now your flywheel bolts will be too long for the new automatic transmission flexplate. You will need new shorter flexplate bolts. Call 1-888-8771008.

CumminsToChevy.jpg (25284 bytes)  Look at the top of Twinkie truck adapter on the left. This Junk has got to have a 20 degree tilt on the transmission or engine. This is what you don't want.

 
#CGMM. 4BT / 6BT Cummins to GM truck engine mount brackets. Fits 1973 to 1987 full size GM trucks. These brackets are black powder coated. Cost $259.00
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#11CF. Alto Carbon Fiber 700R4 / 4L60E band made exclusively for PATC to our specifications. No one else has or sells this band. This band is an Alto Carbonite PowerBand but in the standard width. It has the heavy duty thick anchors on both ends. Alto is pleased to announce a new Carbon lined 2-4 band for the GM 700R4 family of transmissions. This new band will retro back to the 1982 700R4 and will also fit the 2005 4L65E and all the transmissions in between. Both of the band anchors have been hardened to ensure durability. The Carbon lining is up to the task of any application that these transmissions are used for. This is a direct replacement band, for best performance and to prevent a "Comeback" from 2-4 band failure. (We recommend this band over the #11 band because the wide band must be used with a new reverse input drum otherwise the band will burn on the two outer edges.) Cost $23.00, 5 or more $19.00 each

1 to 4

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700Carbon.JPG (181566 bytes) 

Click to see why you need a thick anchor.


#11BP. 700R4, 4L60E Billet Band Anchor Pin. Comes in stock length and .061" long. Cost $20.00

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#11. 700R4 / 4L60E / 4L65E oversize Alto Carbon or Red Eagle 2-4 PowerBand. These bands are 3/8 (2 5/8") of an inch wider than the stock band and has 15% more apply area. They also have a 60% thicker welded case anchor. The Carbon fiber bands have the firmer shift of the two. These two bands are sold with a new band drum as a two piece kit. They must be used with a new drum otherwise they will burn on the two outer edges. Cost $114.00 for the Carbon Fiber PowerBand and drum (NEW #11A) or $103.00 for the Red Eagle band and drum.

Carbon Fiber

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RedEagle

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Wide 2 5/8" Carbon Fiber PowerBand only $39.00. Wide 2 5/8" RedEagle PowerBand only $28.00

Carbon Fiber

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RedEagle

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#11A. 700R4 / 4L60E new after market band drum. These look better than the OEM drum. Cost $75.00

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#11A2. Rollerized 700R4 / 4L60E Reverse Input Drum, machined to receive a Torrington roller thrust bearing between the drum and pump. This will give you an all rollerized transmission when combined with the #44X rollerized reaction carrier shaft. Made using a new #11A drum. Cost $205.00

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700Drum.jpg (25956 bytes) IMG_1076.JPG (224922 bytes) IMG_1077.JPG (892333 bytes)

#11XX. 4L60E Alto Red Eagle band now with a heavy duty thick anchor. Cost $14.00

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#14. 4L60E 3-4 clutch set with 9 clutches. With Borg Warner clutches $50.00. With green high energy clutches $49.00. With Alto Red Eagle clutches and Kolene steels. Pictured $88.00.

Borg Warner Clutches

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Green High Energy Clutches

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Red Eagle Clutches

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#14-8.  PATC - Alto RedEagle PowerPack for the 700R4 / 4L60E 3-4 clutch. This clutch set comes with 8 RedEagle clutches, 7 Kolene full thickness steel plates and 1 thin backing plate. This is a 33% increase in the clutch apply area. We prefer this clutch pack to the 9 clutch pack (#14 above) because it has full thickness steels and holds up better with higher horse power motors. $91.00

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#14-9. Just like #14-8 above but comes with 9 RedEagle clutches, 8 Kolene full thickness steel plates to fit the new Smart Tech drum. Cost $102.00

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#8SR. 700R4 / 4L60E. This is the 3-4 clutch snap ring. Cost $3.00

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#8BP. 700R4 / 4L60E. This is the .160" 3-4 clutch backing plate used for added clearance. This is the thinnest one GM makes. Cost $8.00

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#8BP2. 700R4 / 4L60E. This is the .125" 3-4 clutch backing plate used for added clearance. This is the thinnest aftermarket plate made. Cost $8.00

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#14X. 4L60E release spring kit to be used with the above and below 3-4 clutch sets. This kit gives a faster clutch release on a full throttle 3-2 down-shift. The clutches can burn up on a full throttle 3-2 down-shift if not fully released fast enough. This hi-rev spring kit also prevents centrifugal clutch apply up to 7800 RPM. Cost $33.00

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#14XXE. 4L60E 6 count 3-4 clutch set. 4L60E High Performance and Longer Clutch Life. The Blue Plate Specials are the very best in the state of the art. Some racing transmission specialists have successfully eliminated one or more clutches from a clutch pack, and have still exceeded the torque capacity of the original clutch pack. Reducing the plate count reduces parasitic drag and shortens spin-up time. Generally, it can be said that replacing an original pack with Blue Plate Specials is just like adding another plate. Experimentally, double and triple horsepower applications have achieved great success when combined with Raybestos Blue Plate Specials. (OUT OF STOCK) Cost $69.00

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#14-4L65E-2. Nine thin Blue Plate Special clutches, nine thin steels and one thin backing plate for the 3-4 clutch on 4L65E / 4L60E transmissions. Cost $126.00

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#14-4L65E.  Blue MaxPac, Eight thin Blue Plate Special clutches, seven full thickness steels and one thin backing plate for the 3-4 clutch on 4L65E / 4L60E transmissions. Cost $109.00

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#14-4L65E-3. MaxPac, Eight thin high energy clutches, seven full thickness steels and one thin backing plate for the 3-4 clutch on 4L65E / 4L60E transmissions. Cost $59.00

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PATC Special 700R4 / 4L60E Master Rebuild Kits

These are Alto master rebuild kits with an 8 clutch Red Eagle Power Pack and full thickness Kolene steels for the 3-4 clutch. The 3-4 Power Pack is a multi disk design with sixteen friction surfaces. The 3-4 clutch is the weak point on 700R4 / 4L60E transmissions. These kits will give you a 33% larger clutch apply area on the 3-4 clutch with high performance Red Eagle clutches and Kolene steels to boot. The other clutches in the kits are Alto brown (1987- 1996) and Alto high energy Kryptonite clutches on the 1997 up kit. These kits are custom built for PATC by Alto. Thin steels will not work on motors with over 400 horse power. Eight clutches are the maximum number you can use in the 3-4 clutch pack with full thickness steels. This is a good performance master kit at a good price.

#14-700. Fits 1987-1993 700R4 transmissions. Cost $161.00

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Red3-4Kit2.jpg (426099 bytes)#14-700E. Fits 1993-1996 4L60E transmissions. Cost $167.00

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HPIM0571.JPG (37320 bytes) #14-700LE. Fits 1997 up 4L60E transmissions. Includes all molded pistons. Cost $234.00

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HPIM0571.JPG (37320 bytes) #14-700LE2. Fits 2004 up 4L60E transmissions. Includes all molded pistons. Cost $237.00

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Combo Performance Master Kits - Save Money Here

 

700R4 / 4L60E Performance Alto Red Eagle Master Rebuild Kits

#14-2. Alto Red Eagle Master Rebuild Kits for 700R4 late 1987 on / 4L60E transmissions 1993 on. For 1997 on applications molded pistons and valve body gaskets must be ordered separately. Add filter, band and bushings if needed.

#14-2 / 700R4, Cost $262.00

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#14-2 / 4L60E, Cost $268.00

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Includes the following:
  • Gasket and Seal Kit

  • Metal Clad Seals

  • Ring Kit

  • All Red Eagle Performance Clutches

  • All High Performance Kolene Steels

  • High Performance 3-4 RedEagle PowerPack

#F2. 4L60E Shallow Pan 1993 Up Filter Kit. Cost $12.00
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#F3.  IMG_0586.JPG (160231 bytes) 4L60E Deep Pan, Trucks & Vans 1997-2003 Filter Kit. Cost $16.00
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#F4. 4L60E Corvette 1997 Up Filter Kit. Cost $21.00
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#K61900E. 4L60E TransTec Overhaul Kit. Comes complete with all gaskets, metal clad seals, O-rings, lip seals, pump bolt washers, dip stick boot and sealing rings. Cost $32.00 for 1993 - 2003.

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#F61900F. 4L60E TransTec Overhaul Kit. Comes complete with all gaskets, metal clad seals, O-rings, lip seals, pump bolt washers, dip stick boot and sealing rings. Cost $30.00 for 1997 - 2003.

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#F61900G. 4L60E TransTec Overhaul Kit. Comes complete with all gaskets, metal clad seals, O-rings, lip seals, pump bolt washers, dip stick boot and sealing rings. Cost $42.00 for 2004 up.

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4L60E Molded Rubber Pistons, #14P

$11.00, Forward Clutch
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$7.00, Overrun Clutch
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$5.40, 3-4 Clutch
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Combo Kits

#K2. Alto 4L60E master rebuild kit with an 8 clutch Red Eagle Power Pack and full thickness Kolene steels for the 3-4 clutch. The 3-4 Power Pack is a multi disk design with sixteen friction surfaces. The 3-4 clutch is the weak point on 4L60E transmissions. This kit will give you a 33% larger clutch apply area on the 3-4 clutch with high performance Red Eagle clutches and Kolene steels to boot. This kit is custom built for PATC by Alto. Thin steels will not work on the 3-4 clutch in a 4L60E with over 400 horse power. Eight clutches are the maximum number you can use in the 3-4 clutch pack with full thickness steels.

Wake your 4L60E up with this Wake Up Kit. You get the Sonnax oversize .490" Mega Valve, the Superior 35% oversize high performance overdrive billet servo & the Superior 50% oversize high performance intermediate billet servo. These three parts will wake up your 4L60E transmission. Also included in this Combo Kit is an Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive. This is the combination we use to build our level 2, 700-E Raptor Junior transmissions, then we added the Red Eagle Power Pack to this kit.

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Fits Chevy 1993-1996 4L60E transmissions. You get the #14-700E PATC Special / Alto master rebuild kit with the 8 clutch Red Eagle Power Pack an Kolene steels, the #11CF Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive plus the #32 Wake Up Kit with oversize Superior servos and the Sonnax oversize pressure valve for $363.00. SAVE $41.00 HERE !, 10.2% OFF

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#K2TD. Add a Raptor Drive kit to the above Combo Kit. You get a hardened input shaft and drum assembly plus a hardened reaction shell and bearing. Needed if you have over 400 foot pounds of torque, heavy towing or 4WD. You must buy the above #K2 Combo Kit to get this price. Cost $378.00. SAVE $42.00 HERE !

 

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#K2TC. " Super Street Raptor " Torque Converter (#2). Fits 4L60E transmissions (1993-1996). This torque converter is balanced, has furnace brazed fins, all bearing construction and a Sonnax carbon fiber clutch.  Rated up to 450 horse power. This is the converter we use with our level 3, 700-E Raptor transmissions. You must buy the above #K2 Combo Kit to get this price. Cost $278.00. SAVE $31.00 HERE !, 10% OFF

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It doesn't get any better than this folks, now you can have your parts and save money too. You may be eligible for other discounts on any parts needed for your rebuild, if you buy them at the same time as the master rebuild Combo Kit.

#K19. Alto 4L60E master rebuild kit with an 8 clutch Red Eagle Power Pack and full thickness Kolene steels for the 3-4 clutch and High Energy for the other clutch sets. The 3-4 Power Pack is a multi disk design with sixteen friction surfaces. The 3-4 clutch is the weak point on 4L60E transmissions. This kit will give you a 33% larger clutch apply area on the 3-4 clutch with high performance Red Eagle clutches and Kolene steels to boot. This kit is custom built for PATC by Alto. Thin steels will not work on the 3-4 clutch in a 4L60E with over 400 horse power. Eight clutches are the maximum number you can use in the 3-4 clutch pack with full thickness steels.

Wake your 4L60E up with this Wake Up Kit. You get the Sonnax oversize .490" Mega Valve, the Superior 35% oversize high performance overdrive billet servo & the Superior 50% oversize high performance intermediate billet servo. These three parts will wake up your 4L60E transmission. Also included in this Combo Kit is an Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive. This is the combination we use to build our level 2, 700-E Raptor Junior transmissions, then we added the Red Eagle Power Pack to this kit.

    77898E-3K.jpeg (10500 bytes)  HPIM0571.jpg (539764 bytes)  SuperBand.JPG (91407 bytes)

Fits Chevy 1997-2004 non LS1 type 4L60E transmissions. The #K19 Combo Kit will also fit 1998 up LS1 type transmissions, but the #K2TD Raptor Drive kit and the #K2TC torque converter will not fit a LS1 type transmission. You get the #14-700LE PATC Special / Alto master rebuild kit with the 8 clutch Red Eagle Power Pack an Kolene steels, the #11CF Alto Carbonite PowerBand with thicker hardened anchors that holds in second and overdrive plus the #32 Wake Up Kit with 2 oversize Superior servos and the Sonnax oversize pressure valve for $405.00. (Fits 1997 to 2004 only, not 2005. Everything fits but the pressure valve.) SAVE $46.00 HERE !, 10.1% OFF

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#K2TD. Add a Raptor Drive kit to the above Combo Kit. You get a hardened input shaft and drum assembly plus a hardened reaction shell and bearing. Needed if you have over 400 foot pounds of torque, heavy towing or 4WD. You must buy the above #K2 Combo Kit to get this price. Cost $378.00. SAVE $42.00 HERE !

 

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#K2TC. " Super Street Raptor " Torque Converter (#2). Fits 4L60E transmissions, 1997 up non LS1 type 4L60E transmissions. This torque converter is balanced, has furnace brazed fins, all bearing construction and a Sonnax carbon fiber clutch.  Rated up to 450 horse power. This is the converter we use with our level 3, 700-E Raptor transmissions. You must buy the above #K19 Combo Kit to get this price. Cost $278.00. SAVE $31.00 HERE !, 10% OFF

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#K4L65E. " 2002-2006 4L65E Upgrade Kit " This is the Combo Kit you need if your 4L65E transmission is in good condition but you want a much stronger transmission (not Corvette). You get both Superior oversize servos - overdrive and intermediate, an oversize pressure valve, The Beast reaction shell, late model Raptor Drive kit, extra wide carbon fiber band and an 8 clutch Red Eagle Power Pack with full thickness Kolene steels for the 3-4 clutch set. Cost $601.00. (The pressure valve wont fit 2005 up transmissions. Add $10.00 2005-2006) SAVE $68.00 HERE !, 10% OFF

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#K18. You get a stock Alto 4L60E master rebuild kit, oversize .490" Sonnax Mega Valve, a Corvette servo plus an Alto Red Eagle band and filter. This is the same master kit as #K2 without the Red Eagle 3-4 clutches. What this kit has that a stock 4L60E transmission doesn't have is the Alto Red Eagle band and an oversize pressure valve that is .020" larger than the largest factory valve. The .490" Mega Valve will give your transmission firmer shifts and more holding force on the clutches and band. Fits Chevy 1993-1996 4L60E transmissions. Cost $168.00. SAVE $19.00 HERE !, 10.1% OFF

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#K18R. Add a PATC - Alto RedEagle PowerPack in the 4L60E 3-4 clutch. This clutch set comes with 8 RedEagle clutches, 7 Kolene full thickness steel plates and 1 thin backing plate. This is a 33% increase in the clutch apply area. We prefer this clutch pack to the 9 clutch pack because it has full thickness steels and holds up better with higher horse power motors. You must buy the above #K18 Combo Kit to get this price. Cost $68.00.

#K18TC. " Street Raptor " Torque Converter (#1). Fits 4L60E transmissions (1993-1995). This heavy duty balanced converter has furnace brazed fins and added strength. If you have a problem with your fins coming loose this is the way to go. This converter stalls at 2200 to 2500 RPM and gives a faster launch than a stock converter. Also comes in 1700 and 2000 stall speeds. Rated up to 350 horse power. This is the converter we use with our level 2, 700-E Raptor Junior transmissions. You must buy the above #K18 Combo Kit to get this price. Cost $170.00. SAVE $19.00 HERE !, 10% OFF

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Combo Kit Rules: It doesn't get any better than this folks, now you can have your parts and save money too. You may be eligible for other discounts on any parts needed for your rebuild, if you buy them at the same time as the master rebuild Combo Kit. Torque converters can be deducted from any Combo Kit at the price charged in that kit and you'll still receive the same discount rate on that kit. Any other parts for that type transmission can be added to a Combo Kit at the same discount rate for that kit, if not already listed as an add-on / upgrade for that kit.

Build your own Combo Kit: Buy any 3 part numbers for the same type transmission at the same time that totals $450.00 or more and receive a 7% to 12% discount depending on what you buy.

Combo Performance Master Kits - Save Money Here

Bulk Performance Transmission Parts Here

" 700 E-Raptor Junior Real Deal Kit "

Raptor In a Box

Level 2, 700 E-Raptor Junior Super Master Rebuild Kit

#589. Included in the kit is everything you need to build our level 2 original 700 E-Raptor Junior Transmission, the electronic version of the worlds first true performance 700R4 transmission. This kit is for 1993 to 2008 4L60E transmissions only. Here's what you get, the Fairbanks oversize billet intermediate servo and the Fairbanks oversize billet overdrive servo. The Sonnax oversize .490" pressure valve. A 10 vane pump rotor and vane kit. Also included is a pump seal retainer and pump bushing, Borg Warner 29 element forward sprag, new low / reverse roller clutch, #11CF Alto carbon fiber Power Band. This kit comes with a complete thrust washer kit and an Alto master rebuild kit with all molded pistons (97 up on pistons). The master kit comes with all gaskets, seals and rings. You get a filter, Beast shell, 3 new accumulator pistons, Transgo separator plate. As an added bonus you get a discount plus free freight in the 48 continental United States. After many years of research and development these parts where determined to work together best for a long lasting transmission. When we pull the parts to build a 700 E-Raptor Junior transmission this is the exact parts list. This price reflects the discount and free freight. Cost $512.00 for the 93 - 96 and $605.00 on the 1997 up.

1993 - 1996
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2003 - 2008
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          IMG_1159-2.jpg (16171 bytes)      SuperBand.JPG (91407 bytes)    HPIM0571.JPG (37320 bytes)  HPIM1273.JPG (420320 bytes)  IMG_0586.JPG (160231 bytes)  _DSC2143.JPG (168035 bytes)    IMG_1088.JPG (43873 bytes)  IMG_1091.JPG (51315 bytes) 

Check out this special deal. Buy this level 2, 700 E-Raptor Junior super master rebuild kit this week and receive a 25% discount on any of our PATC / 4L60E performance torque converters, you pay the freight on the converter. Read the descriptions near the bottom of the page. You must buy the #589 or #803 kit to get these torque converter prices.

_DSC3126.JPG (71884 bytes) #1. with kit $141.75
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Stall
_DSC3126.JPG (71884 bytes) #2. with kit $231.75
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Stall
#2L. with kit $255.00
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Stall Speed
_DSC3135.JPG (133555 bytes) #2X. with kit $299.25
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Stall
#5X. with kit $438.75
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Stall Speed
Input Spline Type
#MR-1. with kit $449.25
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Stall Speed
Input Spline Type
#5LX. with kit $465.00
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2. with kit $596.25
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2L. with kit $596.25
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Stall Speed

" 700 E-Raptor Real Deal Kit "

Raptor In a Box

Level 3, 700 E-Raptor Super Master Rebuild Kit

#803. Included in the kit is everything you need to build our level 3 original 700 E-Raptor Transmission, the electronic version of the worlds first true performance 700R4 transmission. This kit is for 1993 to 2008 4L60E transmissions only. Here's what you get, the Fairbanks oversize billet intermediate servo, the Fairbanks oversize billet overdrive servo and the Sonnax oversize .490" pressure valve. You get a billet steel 13 vane pump rotor that will take care of the exploding rotor problem forever on high output motors. Also included is a pump seal retainer and pump bushing, Borg Warner 29 element forward sprag, new low / reverse roller clutch, #11CF Alto carbon fiber Power Band. This kit comes with a complete thrust washer kit, master rebuild kit with an Alto Red Eagle 3-4 clutch Power Pack that has Kolene steels. The master kit comes with all TransTec gaskets, seals and rings. You get a filter, Beast shell, extra wide rear stator support bushing, double wide sun gear bushing, 3 new accumulator pistons, Transgo separator plate, 2 performance accumulator springs and a performance pump slide spring. You also get a special valve that will fix the 1870 code problem for good. As an added bonus you get a discount plus free freight in the 48 continental United States. After many years of research and development these parts where determined to work together best for a long lasting transmission. When we pull the parts to build a 700 E-Raptor transmission this is the exact parts list. This price reflects the discount and free freight. Cost $735.00 for the 93 - 96 and $820.00 on the 1997 up.

1993 - 1996
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2003 - 2008
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      BILLET ROTOR 700R4 4L60E    IMG_1159-2.jpg (16171 bytes)      SuperBand.JPG (91407 bytes)    HPIM0571.JPG (37320 bytes)  HPIM1273.JPG (420320 bytes)  IMG_0586.JPG (160231 bytes)  _DSC2143.JPG (168035 bytes)        IMG_1088.JPG (43873 bytes)  IMG_1091.JPG (51315 bytes)         

Check out this special deal. Buy this level 3, 700 E-Raptor super master rebuild kit this week and receive a 25% discount on any of our PATC / 4L60E performance torque converters, you pay the freight on the converter. Read the descriptions near the bottom of the page. You must buy the #803 kit to get these torque converter prices.

_DSC3126.JPG (71884 bytes) #2. with kit $231.75
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Stall
_DSC3135.JPG (133555 bytes) #2X. with kit $299.25
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Stall
#2L. with kit $255.00
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Stall Speed
#5X. with kit $438.75
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Stall Speed
Input Spline Type
_DSC3154.JPG (23403 bytes) #2L-11. with kit $330.00
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Stall Speed
#MR-1. with kit $449.25
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Stall Speed
Input Spline Type
#5LX. with kit $465.00
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2. with kit $596.25
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2L. with kit $596.25
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Stall Speed

 wpe5.jpg (73312 bytes) IMG_0837.JPG (306702 bytes) #14AP. New Alto "A-PACK" 700R4 single sided clutch set for the 3-4 clutch. These have 14 friction surfaces and the Alto Red Eagle lining. Cost $65.00

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#14-X32. Fits the 3-4 clutch pack in 1987 up 700R4, 4L60E and 4L65E transmissions. X-32 extreme duty friction material is a revolutionary, state-of-the-art material that measurably increases clutch pack performance and durability. It was developed for superior performance in today’s demanding transmissions. X-32 withstands high horsepower and repeated cycling, measurably increasing clutch pack performance and durability. Testing of the X-32 material with the new single-sided clutch system shows that X-32 out performs OE by as much as 30%. This is the only single sided clutch plate capable of handling high energy power shift applications. Now you can reap all the benefits of a single sided clutch design without the worry of coning. This kit has 14 single sided clutches. Cost $69.00 View Movie 

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#15. Adapter plate to install the 4L60E Raptor transmission on an Olds, Buick or Pontiac motor. Cost $89.00

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Transmission Filter Kits

#16. 4L60E extra deep pan (1998 up truck, stock style). Holds one extra quart. This pan is zinc plated and 3/4 of an inch deeper than a stock pan. Cost $56.00

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#16X. Same pan as above with drain plug installed. $71.00

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4L60E Cast Aluminum Pans

Increased Oil Capacity of 2 to 4 quarts. Reduced oil temperature. Stiff aluminum design adds strength. Thick machined .350"gasket flange prevents leaks. Our walls are .160" thick, stock walls are only .035" stamped steel. Magnetic drain plug allows oil changes without removing the pan. Cooling fins!

#16XX. Shallow cast aluminum pan. Cost $205.00

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#16XXX. Deep cast aluminum pan. Holds 4 extra quarts. Cost $220.00

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#16C5. Deep cast aluminum pan for a 1997 up C5 Corvette. Holds 4 extra quarts. Cost $225.00

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C5Pan2.jpg (715702 bytes)

#16XXXX. Two level cast aluminum pan. Holds 2 extra quarts. Cost $220.00

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#17PC. Deep cast aluminum black powder coated pan. Holds 4 extra quarts. Cost $265.00  

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#4L60E / 700R4 - Click Image to Close  

 

#4L60E / 700R4. MAG-HYTEC Deep Transmission Pan

#4L60E / 700R4 MAG-HYTEC 700R4 deep transmission pan. This deep aluminum 700R4 / 4L60E pan has an overall height of 4 1/4 inches and increases fluid capacity 3.3 Quarts over the stock 700R4 pan. This deep aluminum transmission pan comes with all new hardware including new transmission pan bolts. This 700R4 / 4L60E deep aluminum pan also comes equipped with a flush fit drain plug for easy access during service intervals. This 700R4 / 4L60E deep pan aids in cooling the transmission by increasing the surface area of the fluid. The larger surface area helps dissipate heat at a much higher rate. These pans are absolutely the best in the business. Fits 1982 - 1997 Chevrolet 1500, Trucks, Vans, Tahoe, Yukon, Blazer, S10, Caprice, and Impala. Cost $260.00

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#4L60E / 700R4 - Click Image to Close  

 

#4L60E-B. MAG-HYTEC Deep Transmission Pan

#4L60E-B MAG-HYTEC 4L60E deep transmission pan. This deep aluminum 4L60E pan has an overall height of 4 1/4 inches and increases fluid capacity 3.3 Quarts over the stock 700R4 pan. This deep aluminum transmission pan comes with all new hardware including new transmission pan bolts. This 4L60E deep aluminum pan also comes equipped with a flush fit drain plug for easy access during service intervals. This 4L60E deep pan aids in cooling the transmission by increasing the surface area of the fluid. The larger surface area helps dissipate heat at a much higher rate. These pans are absolutely the best in the business. Fits Chevrolet 1500, 1998 to present Trucks, Vans, Tahoe, Yukon, Blazer, S10, Caprice, H2 Hummer, and Impala. Will not fit 2008 1500 with 6.0 L. Cost $260.00

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Pan Instructions, Click Here

#73X. Fits 700R4 and 4L60E transmissions. Chrome deep pan with drain plug and fins, holds 4 extra quarts. Cost $52.00

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  • Gasket Included
  • 4" Deep, 2 9/16" to Tubes
  • Black Powder Coat
  • Temperature Sender Bung
  • Heavy Gauge Steel
  • 2 1/8 Quarts Over Stock
  • Magnetic Drain Plug
  • Runs 20 to 50 Degrees Cooler

_DSC2611.JPG (77253 bytes)  _DSC2612.JPG (120431 bytes) Derale #14204, 700R4 / 4L60E Transmission Pan Cooler. This pan has turbulator cooling tubes using air flow beneath the vehicle to reduce the transmission fluid temperature from 20° to 50° F. Fluid capacity is increased by 2 1/8 quarts. This pan is 4" deep and has a drain plug. The pan gasket is included. Cost $139.95

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#16A. 700R4 / 4L60E Polished Cast Aluminum pan in the standard depth. Comes complete with rubber pan gasket and bolts. It has low profile fins and a drain plug. Cost $89.00

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#61PB. 700R4, 4L60E, 200-4R pan bolts. 8MM X 1.25MM, 13MM head. Cost $0.79 cents each.

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Part Number: K032

#16D. Universal Drain Plug Kit. This drain plug kit can be used to install a transmission temperature gauge in a sheet metal transmission pan. Cost $13.00

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#16CLF. 4L60E 1997 up cooling line fittings. Cost $5.00

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#17. 4L60E heavy duty Delco reaction shell (1998 up new style). Cost $39.00

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#17X. 4L60E Extreme Duty "The Beast" reaction shell. Redesigned sun gear shell for the 700R4 / 4L60E transmissions by strengthening and reinforcing the neck collar spline area using thicker material. Known for loosing reverse, 2nd and 4th gears the 700R4 sun gear shell has a very high fatigue failure rate. This is the shell you want to install in a 700R4 or 4L60E that's behind a 300 plus horse power motor. This part holds in 2nd, 4th and reverse. (Not one broken in 3 years) Cost $56.00

_DSC2143.JPG (168035 bytes)

 

 

 

 

 

 

 

 

 

 

1 for $59.00
2 for $57.00 each
3 for $56.00 each
4 for $55.00 each
5 for $54.00 each

Smart Shell

_DSC3379.JPG (63683 bytes) 77749-02K-2.jpg (14504 bytes) SmartShell.jpg (94896 bytes) #77749-02K. The new Smart Shell has heat treated lugs, a reinforced hub and the thrust washer is replaced with a thrust bearing. The weak point of the rear planet gear is the captive rear planet bearing. This shell takes the load off of this bearing. Fits 700R4, 4L60E, 4L65E and 4L70E transmissions. Cost $89.00

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The Sonnax Smart Shell 77749-02K is a heavy duty reaction shell kit with revised thrust loads. Stripped or cracked shells are a problem in 4L60/E units, however an equally common problem is a failed rear planet captured bearing. The Smart Shell is the only heavy duty shell to address both issues. The Smart Shell is made of thicker material and the hub area is strengthened further with a steel collar that is precision welded to the shell. The splines are heat treated with a tested process to ensure strength and longevity. The lugs that engage the reverse drum are heat treated as well to avoid flaring. By replacing the black plastic washer with a thrust bearing and controlling the height of the modified OE race, the Smart Shell reroutes thrust loads away from the captive rear planet bearing and sun gear. The rerouted end play / thrust loads pass through the new thrust bearing and modified roller clutch race directly to the rear planet carrier, completely bypassing the vulnerable captive rear planet bearing. See details below.

Smart Shell Features. Reinforced shell withstands torque load at the hub. Large bearing supports shell to withstand thrust load. Thrust load passes directly to the carrier from the shell through the large bearing and race, bypassing the small captured rear planetary bearing.

OEM. In addition to torque load damage, thrust load flexes and breaks shell at the hub bend. Thrust load passes from shell through the sun gear, then overloads the small captured rear planetary bearing.

#18A. No longer made, use #18B.

#18B. For medium weight vehicles such as Camaro with 3.42 to 3.73 ratios.

#18C. For heavy vehicles with 3.08 to 3.42 ratios. Use this one with taller than stock tires, and lower than stock gear ratios.

Vehicles with a 200-4R, 700-R4 or 4L60E transmission can experience 1-2 light throttle abrupt or "bang" shifts, especially when using the Corvette or larger 2nd apply servo pistons. The current industry solution is to make the servo piston apply diameter smaller. This, however, limits the 2-4 band life. This shift problem commonly occurs when the accumulator valve is too large for the application, resulting in too much pressure on the 2-4 band. This valve train has 7 different OEM size variations: B, A, N, M, L, K, and F. They range from the largest valve diameter giving the firmest shift (B) to the smallest valve diameter giving the softest shift (F), respectively. The size variations are clearly stamped with the letter on the aluminum sleeve. Most vehicles, depending upon the transmission / engine combination, can use either the M, L, or K version. However, these are not available unless scavenged from other valve bodies. Each kit contains three springs of varying spring rates. Cost $42.00

 

 

 

 

 

 

 

 

 

Accumulator Valve Train Assembly

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77805-K and 77805E-K are 4L60, 4L60-E, 4L60E TCC apply valves

 

 

 

 

 

 

 

 

#20T (700R4 & non-PWM 4L60E) #20E (4L60E PWM units). These hardened steel converter clutch apply valves will eliminate bore cross leakage with a Teflon seal. Vehicles with a 700-R4 or 4L60-E transmission have numerous converter overheat and lock-up complaints related to valve bore wear. These include no lock-up or lock-up immediately after 2nd gear when fluid warms up. Frequently the solenoid will have no control over the valves position. These complaints are usually created by excessive pump bore to valve clearance. Often converter feed oil will leak past the OEM spool, which added together with orificed signal oil, will be more than the solenoid can exhaust. This may completely stroke the valve into the lock-up position and create a no power or no brake cancel condition. Oil cross leaks may float the valve into a midway position and restrict cooler flow, which burns up the converter. Cost $22.00

#21V. 4L60-E 3-2 Downshift Valve Spring And Valve Stop. This replacement spring and valve stop works with 4L60-E 1996 and up. The OE. spring may be found broken upon inspection of the valve body due to the coil binding under high line pressure situations. The new Superior spring also comes with an added valve stop sleeve, which will save the new spring from the failure. This Superior Solution problem solver includes 3 new springs and valve stops. Cost $18.00

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77964-01K, 77964-04K, 77964-RM, 77964-RM2 are 4L60, 700-R4, 700R4, 4L60-E, 4L60E oversized 4-3 sequence valve kits

 

A worn 3-4 relay / 4-3 sequence valve body bore can cause a no 4th gear situation in a 700R4 or 4L60E. Due to the constant valve oscillation, wear occurs at the 4th accumulator circuit. This can lower 4th gear pressure by as much as 20-25 psi, resulting in lower servo apply pressure or no 4th gear. Leakage also occurs at the end plug, due to valve hammering. This allows 4th signal oil loss which can result in a no 4th gear situation. Sonnax now offers two oversized 3-4 relay and 4-3 sequence valve kits for the 700R4 and 4L60E. Reamer required for these two valves.

 

  • Critical valve spools have been made larger to restore hydraulic integrity to the valve bore.

  • The last spool diameter on the 4-3 sequence valves has been extended to increase spring force against the oversized valves.

  • Each kit includes an o-ringed end plug to prevent 4th gear oil loss.

  • Valves for the 4L60 are made from hardened steel to duplicate the OEM material for use in the cast-iron valve body.

  • Valves for the 4L60-E are made from anodized aluminum to provide longer life, resist wear and maintain critical clearances in the aluminum valve body.

  • Sonnax reamers for the 700R4 and 4L60E allows you to re-establish the bore size for the oversized valve kits.

#18D, 700R4 Valve
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#18E, 700R4 Reamer
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#18F, 4L60E Valve
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#18G, 4L60E Reamer
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#18H. 4L60E 3-4 relay valve and or 3-4 shift valve end plug with O-ring. The hammering effect of the 3-4 relay and or 3-4 shift valves can cause the end plugs to wear, resulting in loss of 4th signal and/or D3 oil. Replace the worn OEM end plugs with the o-ringed Sonnax end plugs to restore hydraulic integrity and prevent loss of critical 4th signal and or D3 oil. Cost $8.00 each.

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  • O-rings on the end plugs provide a positive seal.

  • Restores hydraulic integrity at the end plug.

 

 

 

 

 

 

 

 

 

 

77964-08K is a 4L60-E O-Ringed End Plug Kit

Additional Sonnax Transmission Parts

IMG_0892.JPG (237554 bytes)

 

 

 

#60V. 4L60E / 4L65E Vacuum Pressure Control Kit. This kit takes your transmission off of electronic pressure control, making the pressure match engine torque. Vacuum modulator kit replaces EPC solenoid for heavy duty, high performance and no computer transplants. Cost $119.00

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#60VB. 4L60E / 4L65E Vacuum Boost Bypass Kit. Needed with the above #60V kit if you have a supercharger, turbo charger or nitrous. Cost $27.00

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IMG_0897.JPG (14127 bytes)

#19. New style (1993 up) 4L60E rear planet gear with oil slinger (4 pinion type). You will need to reuse your old oil slinger. Cost $72.00

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#19X. HPIM0573.jpg (781762 bytes) 700R4 Extreme Duty rear planet with 5 pinion gears. These two planet gears (19X and 19XX) are twenty years past due, this has always been a weak point on the 700R4 transmissions. These are new OEM planet gears, not after market or GM rejects. After market five pinion planets will not work. These 5 pinion 2002 type GM gears are at least 25% stronger than the old type. The use of five pinion gears for the input and reaction gear sets spreads the torque load so that less of the load is held by any one gear. These gears are made of powdered metal, which GM claims allows for a higher overall strength. This five pinion reaction carrier was designed for the increased torque load of the 6.0L version of the Gen III V-8, as well as Corvette's LS6 engine. The 5 pinion gears are a great feature, but the #1 reason these gears are better than aftermarket gears is the high quality steel the carriers are made of. (After market 5 pinion planet gears are not as strong as OEM 4 pinion planet gears.) Cost $310.00. ON SALE FOR A LIMITED TIME, Cost $179.00

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#19XX. 700R4 Extreme Duty front planet with 5 pinion gears (right side). Due to a change in the bearing design by GM, we now sell the front 5 pinion planet gear with the Torque Master kit included. Cost $253.00

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. . . . . These new GM 2002 type 5 pinion planet gears are at least 25% stronger than the old type 4 pinion planet gears . . . . . . .


700R4 / 4L60E Mega Raptor "Power Gear"

"The Next Big Thing". PATC has developed a new 6 pinion planet gear set for 700R4 / 4L60E transmissions. This will be the biggest thing in 700R4 advancements in years. These will have a 2.84 to 1 first gear, 1.56 to 1 second gear, 1 to 1 third gear and .70 to 1 overdrive ratio. This close ratio 700R4 gear set will have a 11.72% less RPM drop between 1st and 2nd than the wide (stock) ratio gear set. In other words the close ratio gear set will only have 88.28% as much RPM drop as the wide ratio gear set. This is what people have been asking for, for years. These will work on any 4L60E type transmission without a gear ratio error code, if the PCM is modified. The carrier is made from E4340 billet steel and the pinion gears are 9310 steel. With the billet sun gear made from 9310M steel. This gear set is used to reduce torque multiplication / rotating speed in the transmission in first gear. This improves track applications that overpower the rear tires upon launch. This is common with numerically high final drive ratios. Now you will have a choice between the wide ratio or the new close ratio gear sets. In first gear this close ratio gear set has a 7.2% numerically lower final drive ratio. It has been reported that the 2.84 gear set could lower your quarter mile time as much as 4/10 of a second over the 3.06 gear set. This gear set has been in research and development for over one year. You might ask why 6 pinion gears. The answer is because high horse power motors can eat the small needle bearings up in the pinion gears. The solution is to spread the load over 50% more needle bearings and at the same time building the planet gear set out of a higher grade steel. The first 50 are in production now and the approximate release date is May 2009. We have finished the testing in our test truck with the following findings. The gear noise in manual low is reduced by at least 50% compared to a stock OEM planet gear and at full throttle there was no noticeable power drop on the 1st to 2nd shift. Testing will begin later this week in an 1100 horse power C5 Corvette. The car runs 9.56 seconds now. Nothing will be changed but the front planet gear then tested to see the difference. Testing should be completed by 6-1-2009. Patent Pending

Here are the test results from the weekend of May 30-31, 2009. Both where run for the base time then nothing was changed but the front six pinion planet gear then retested to determine the time difference.

The first car is a C5 Corvette with an 1100 horse power blower motor. The best time with the factory planet gear was 9.56 and the time with the new 2.84 six pinion planet gear was 9.25. This is a whopping 3/10 of a second faster in the quarter mile. The time would have been even better if the 3-4 clutch wouldn't have been slipping. Perhaps as much as 1/2 second better then the factory gear ratio.

The second test was with a 460 horse power all-wheel-drive Chevy Cyclone. The best time with the factory planet gear was 13.10 and the time with the new 2.84 six pinion planet gear was 12.90. This is a whopping 2/10 of a second faster in the quarter mile. There was 300 to 400 less RPM drop on the 1-2 shift with the new gear ratio. This truck didn't have a problem with tire spin on take off because it has all -wheel-drive. The 2/10 of a second was picked up on gear ratio change only, not on take off.

Transmission Ratios 1st to 2nd Ratio Drop 1st Gear 2nd Gear 3rd Gear 4th Gear OD
Turbo 350 1 2.52 1.52 1 N/A
Turbo 400 1 2.48 1.48 1 N/A
200- 4R 1.17 2.74 1.57 1 0.67
700R4 / 4L60E with PATC close ratio gear set. Low geared 1st with 11.72% less 1st to 2nd RPM drop than the wide ratio gear set. This is the same ratio as a 4R70W transmission. 1.28 2.84 1.56 1 0.70
700R4 / 4L60E 1.43 3.06 1.63 1 0.70
4L80E 1 2.48 1.48 1 0.75

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IMG_1181.JPG (19038 bytes) .. IMG_1174.JPG (20185 bytes) .. IMG_1177.JPG (43267 bytes)  Two Gear Set

 Cost $599.00

 

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#19SG. New 700R4 / 4L60E Rear Sun Gear. 4 or more Cost $28.00, Cost $ 32.00

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#19B. 700R4 / 4L60E / 4L65E double wide sun gear bushing. This bushing is approximately twice the width of the OEM version and fills the entire sun gear bushing groove. This wider bushing maximizes bushing support. The bushing is a steel-backed bronze bushing that is precision machined to provide minimal clearance with the mating shaft. Reduces reaction carrier shaft damage. Cost $5.00

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#19CB2. 700R4 / 4L60E / 4L65E, .510" Wide Rear Stator Support Bushing, with a special Teflon wear resistant coating. The stock size is .430". This wider rear bushing will last longer and provide more support in this problem area. Cost $6.00

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#19CB. 700R4 / 4L60E / 4L65E, .510" wide rear stator support bushing. The stock size is .430" or .470". This wider rear bushing will provide more support in this problem area. Cost $4.00

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#19T. Teflon Coated Pump Bushing. We now offer a direct replacement for the 700R4, 4L60E and 200-4R pump bushing and an upgraded bushing for the 5L40E. The bushing is Teflon coated to improve cold start-up and reduce friction. Cost $6.00

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#19H. 700R4 / 4L60E Rear Hub. Cost $40.00

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#19RG. 700R4 / 4L60E Rear Ring Gear. Cost $22.00

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#19FP. 700R4 / 4L60E Rebuilt Front Planet Gear. Cost $60.00

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#19FSG. 700R4 / 4L60E, Front sun gear. Cost $18.00

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#19FRG. Used Perfect Condition 700R4 / 4L60E Front Ring Gear. Cost $16.00

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19S. 700R4 / 4L60E Reaction Carrier Hub with Shaft. Fits 1982-1997 and some 1998 on thrust washer type. Heat treated spline area. Cost $44.00

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700R4 / 4L60E,  Thrust Washer Kit $18.00 | Thrust Bearing Kit $26.00 | Bushing Kit $24.00


_DSC2855.JPG (268325 bytes) #65TB. 4L65E / 4L70E Thrust Bearing Kit. This thrust bearing kit has 7 bearings. Cost $36.00

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77409-15 is a 4L60, 4L60-E, 4L60E stator to input housing shim

 

 

 

 

 

 

 

 

#13S. This .015" shim installs between the front input OEM selective and the drum pocket and allows for quick setup and adjustment when excessive endplay has been determined. Cost for 10 shims $7.00

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IMG_1140.JPG (318253 bytes) #13TW. 700R4 / 4L60E Bi-Metal Thrust Washer. The reaction shaft-to-shell thrust washer is a high wear item and responsible for generating large amounts of wear debris. Late-model 4L60E transmissions have been upgraded with a bearing in this location. This improved thrust washer is manufactured from a steel-backed bronze alloy impregnated with wear-resistant PTFE material to minimize break-in debris and to withstand greater thrust loads than the OEM washer. (This thrust washer is .012" thicker than the stock thrust washer and may not work with a Beast Shell.) Cost $16.00

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Features & Benefits

Washer is manufactured from low-friction, high thrust load capacity material to minimize break-in debris and withstand greater thrust loads than the OEM washer.

Washer provides an economical alternative to converting to the OEM bearing-style parts.

OEM-size thrust washer is a drop-in replacement.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Sonnax hydraulic line pressure booster kits contain stronger pressure regulator springs and large ratio boost valves designed to work together to provide progressive pressure increases as driving conditions become more demanding. Our pressure regulator springs are approximately 10% stronger than OE and more conservative in impact than other aftermarket "kit" springs. Large ratio boost valves provide higher pressure incrementally and when it is needed the most. The combination of these springs and valves in a Sonnax kit gives you the best of both worlds: a modest pressure increase at the low end, with a high-end pressure that is equal to or greater than that of other aftermarket "kit" springs.

Features & Benefits

• Achieve shorter shifts and increased torque capacity without creating low-speed harshness.  • Improved band and clutch holding capacity for increased durability.  • Progressive pressure increase as driving conditions become more demanding.  • All the benefits of increased line pressure without overloading the pump at idle.

 

 

 

 

 

 

 

 

 

 

The Sonnax 4L60E large ratio boost valves (stock .470", these .490") and stronger pressure regulator springs are designed to work together. This is an ideal combination: smooth engagements and lower load on the pump at idle, but a greater increase in pressure as the transmission is worked harder. You get all of the parts in the picture. Fits both early and late types.

#4L60E-LB1 and #4L60E-LB2 Line Pressure Booster Kits.

Early 04 Back 4L60E-LB1 Cost $26.00
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Late 05 Up 4L60E-LB2 Cost $29.00
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#27-2S. 4L60E / 4L65E / 4L70E Superior Oversize Pressure Boost Valve. (The stock size is .470") The larger diameter valve will yield a 10% higher line pressure. (Fits 2005 up with late style pump only.) Cost $28.00

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#77754-41. 4L60E Heavy Duty 2-3 Shift Valve. Sonnax has developed a drop-in replacement 2-3 shift valve that applies the overrun clutch in D3, 1st , 2nd and 3rd gears where the factory valve applies the overrun clutch only in D3, 3rd gear. Applying the overrun clutch in 1st and 2nd provides added durability to the input sprag and forward clutch in heavy duty vehicles, plow trucks and high performance applications. In addition, this Sonnax valve allows full downshift engine braking in 1st, 2nd and 3rd while the shifter remains in the D3 position. This upgrade would work well with applications using aftermarket electronic “paddle” shifters. Added 3-7-2009. Cost $36.00

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• Drop-in-replacement valve

• Extends life of the forward clutch and input sprag

• Ideal for electrically downshifted units with aftermarket paddle shifters

 

 

 

 

 

 

 

 

 

 

 

4L60E / 4L65E Actuator Feed Limit Valve Kit

• Kit includes a hard-coat anodized valve and wear-resistant sleeve to prevent wear.

• Valve has annular grooves to prevent side loading and has 54% more support by operating in the full contact sleeve.

 

 

 

 

 

 

 

 

 

#27AV. The AFL valve is a solenoid feed regulator valve that feeds the EPC solenoid and shift solenoids. The OEM AFL valve design has a large reaction area and is highly affected by side loading, which wears the valve body bore. The EPC solenoid oscillates the torque signal and AFL oil, which increases valve action. As the bore wear increases, oil pressure is reduced to the shift solenoids, which causes solenoid and ratio codes. The same AFL oil loss results in lower line pressure. This kit (4L60-E) eliminates these problems. Valve Cost $49.00, Tool Cost $229.00

AFL Valve Kit

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Tool  for AFL Valve

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#27X-K042. This 4L60-E PWM Power-Valve is designed to help supply more converter charge oil to the fill circuit when the unit is in lock-up. This valve does not change lock-up operation but does supply more oil to an already over extended circuit. This valve can be used in any 4L60-E (PWM) unit 1995 and up but is extremely beneficial with 1998 through 2001 units that have an EC3 computer strategy. This problem solver package works to eliminate the 1870 code problem in most applications. The transmission doesn't need to be removed to install this part. Everything can be done from inside the pan. The valve goes inside of the pump. The valve body will need to come off so you can drill a hole in the separator plate. Cost $47.00

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For 4L60E / 4L60E transmissions with Code 1870. This kit corrects wear in the valve body that causes code 1870. The reamer is specially designed for use with our TCC regulator valve kit 77754-04K. This reamer allows the installation of our re-designed TCC regulator sleeve and valve and requires only cutting oil and a speed handle. The reamer also features a depth stop to prevent over boring. This fix will not work on GM remanufactured transmissions. The transmission doesn't need to be removed to install this part. We have found this part to be bad on almost everyone we checked. (This part always wears out 99% of the time and should be replaced on every rebuild.)

#77754-R2, Reamer. (OUT OF STOCK) Cost $125.00

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#77754-04K, valve for 1993 up including EC3 units. Cost $46.00

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#1870V. 4L60E Code 1870 Fix. We have found this part to be bad on almost everyone we checked. This part always wears out 99% of the time and should be replaced on every rebuild. 1995 to 2000 Cost $18.00. 2001 Up Cost $22.00

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77754-21 is a 4L60-E, 4L60E forward and Reverse abuse bore plug

 

 

 

 

 

 

 

 

 

#27BP. Wear of the bore plug in the forward and reverse abuse valve bores can allow valuable oil pressure to exhaust. This plug has an increased diameter to restore hydraulic integrity in the circuits and a reduced retaining pin hole to reduce plug movement that results in wear. This Sonnax bore plug is used in two locations in the valve body: to separate the forward abuse and low overrun valves, and to separate the reverse abuse and 3-2 downshift valves. The plug is held loosely in place with a coiled spring pin, allowing the opposing spring and oil pressure forces to stroke it within the bore. This constant oscillation causes the plug to wear and allows PR oil at the low overrun valve and 3-4 clutch oil at the 3-2 downshift valve to exhaust at the abuse valves. This premature oil loss can result in delayed apply of the low/reverse clutch and a tie-up of the 3-4 clutch and 2-4 band. The new Sonnax plug has an increased diameter to restore hydraulic integrity in the circuits and a smaller retaining pin hole to reduce plug movement that results in wear. Cost $12.00

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Additional Sonnax Transmission Parts

#32. 4L60E / 4L65E, Wake your 4L60E transmission up with this kit. You get the high performance intermediate billet servo, you get the high performance overdrive billet servo and the oversize pressure boost valve. These three parts will wake up your 4L60E and can be installed without removing the transmission or valve body. Ask for the 4L60E Wake Up Kit. Save $10.00 here. 1993 - 2004 Cost $203.00, 2005 Up Cost $214.00

  Part Number: K034  wpe2.jpg (9030 bytes) 

1993 - 2004 4L60E Wake-Up Kit
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2005 Up 4L60E Wake-Up Kit
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Combo Performance Master Kits - Save Money Here


 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

"Sonnax Performance Pack", 4L60E 4L65E 4L70E

#60PP. Fits 1994 up 4L60E / 65 / 70 transmissions. Includes: .490” Boost Valve with O-Ring, Elevated Pressure Regulator Spring, High RPM Pump Slide Spring, 1 Spacer, 4th Servo Return Spring, Servo Cushion Spring, Servo Piston D-Ring Kit, 3-4 Accumulator Piston Kit, 3-4 Accumulator Spring, Servo Release Check Valve, Forward Accumulator Kit, Accumulator Valve Shim, Twist Drills, 1-2 Pinless Accumulator Piston Kit, 1-2 Accumulator Inner Spring, 1-2 Accumulator Outer Spring, 1-2 Accumulator Waved Spring, Accumulator Housing Spacer. A lot of stuff for the money here. For more radical applications and even greater levels of performance, combine this kit with performance oversize intermediate and overdrive servos. Cost $149.00

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This Performance Pack Provides:

Shorter shifts.

Faster line pressure increase and higher overall line pressure for greater clutch/band holding power.

Ultra-reliable Sonnax pinless accumulator pistons in 1-2, 3-4 and forward locations.

Reduction in high RPM pressure drop-off.

Unique 1-2 accumulator spring combination for shifts “with character.”

Patented 3rd accumulator orifice check valve that gets the 2-3 right the first time, every time.

Consistent results on every job, with no guessing on calibration.

Solution to common wear of accumulators and separator plate seen in hard-working units.


#32X. 4L60E Transgo Stage II Shift Kit. Cost $108.00

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Features: Stick Shift, Full Manual Control of All Gears. This easily converts back to automatic shifts with the factory PCM/TCM. Can be used for transplant or use with no PCM/TCM or electronics. Puts the driver in command of holding all gears at any speed, downshifts to 3rd, 2nd and 1st by moving the lever.

Fits: all 1993-2009 4L60E, 4L65E, 4L70E, 4L75E.

Includes: 46-MOD, 4L60E-Boost (.500 Boost Valve Kit), 7-CS (standard and heavy duty clutch spring kit for high rpm shifts)

If your looking to eliminate computer control of your transmission we have the solution. Our Transgo shift kit gives you everything necessary to do so. This kit is great for muscle car transplants where no electronics or computers are used. This is also a great solution for road racing, rock crawling, drag racing, sled pulling where full command of the transmission is needed with electronics interfering. This kit can be converted back to computer control at any time. If you are wanting the ultimate in control of your 4L60E then look no further. #32X-3. Cost $243.00

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#32VBP. Transgo performance valve body plate. Cost $25.00

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Type

 

#32VBP-A, Fits 1993 - 1994 only.

#32VBP-B, Fits 1995 only.

#32VBP-C, Fits 1996 - 2006 only, except 05 Corvette.

#32VBP-D, Fits 2007 - 2008 only (Except Hybrid).

#32VBP-E, Fits 2009 only (Except Hybrid).

 


 

 

 

 

 

#30CB. Torlon Check Ball, .250", 10 per bag. The new check balls (.250") are made out of tough wear- resistant imidized plastic. The imidized plastic balls seal better than steel balls because they conform to the separator plate ball seats. Steel check balls are hard and heavy, wearing separator plate ball seats from the repeated high impact of the ball on the seat. Elastomer or rubber check balls seal well. However, the elastomer material wears, reducing the size of the ball. Fits 700R4, 4L60E, 200-4R, TH400 and 4L80E transmissions. Sold 10 per bag. Cost $7.00

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#33C. Silk Screen Shirts. Cost $12.00

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_DSC2427.JPG (243173 bytes) #37LS1. Chevy LS1 Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. This LS1 SFI flexplate fits 1998 and newer F-bodies with LS1 engine as well as 1999 and newer GM trucks with 4.8L, 5.3L and 5.7L LS1 type motors. Platinum Series Flexplates are engineered to handle extreme duty applications and designed to take the punishment of todays high horsepower engines. The 4mm thick center-plate provides a solid foundation for these new designs. Cost $169.00

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#36LS1. This LS1 SFI flexplate fits 1998 and newer F-bodies with LS1 engine as well as 1999 and newer GM trucks with 4.8L, 5.3L and 5.7L LS1 type engines. Cost $75.00

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PATC high performance SFI flexplates are manufactured from Chromoly steel. These flexplates are .035" thicker than OEMs for superior strength. The heavy gauge steel plate is double welded to the gear ring. All flexplates are tested to 12,500 RPM for explosion proof in compliance with SFI 29.1 specification. The surface has yellow dichromate finished for rust resistance and appearance. The Platinum Series Extreme Duty flexplates have a 4MM thick alloy steel center-plate that exceeds SFI Spec 29.1. While suitable for the street both type flexplates are engineered for the most rigorous racing.

#350. Chevy SFI approved, extra thick, heavy duty flexplates. These flexplates have a double welded ring gear. - - - - - #1. Chevy 350 motor 1957-1985, 14 1/8 inch diameter, 168 tooth, dual bolt pattern and no weight. - - - - - $2. Chevy 350 motor 1986-1998, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. - - - - - #3. Chevy 400 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. - - - - - #4. Chevy 454 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with small weight, 2 piece rear main seal, 1970-1990. - - - - - #5. Chevy 454 motor, Platinum Series Extreme Duty, 4mm thick center-plate, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with large weight, 1 piece rear main seal. 1991-1997.

#1. 350 No Weight

Cost $66.00

#2. 350 With Weight

Cost $69.00

#3. 400 Cubic Inch

Cost $77.00

#4. 454 1970 - 1990

Cost $77.00

#5. 454 1991 - 1997 Extreme Duty

Cost $92.00

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#35S. Stock Chevy Flexplates. #1. Chevy 350 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern and no weight. Cost $35.00. - - - - - #2. Chevy 350 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. Cost $39.00. - - - - - #3. Chevy motor, 12 7/8 inch diameter, 153 tooth and no weight. Cost $35.00. - - - - - #4. Chevy motor, 12 7/8 inch diameter, 153 tooth with weight. Cost $39.00. - - - - - #5. Chevy 400 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. Cost $39.00. - - - - - #6. Chevy 1970- 1990, 2 piece rear main seal, 454 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with small weight. Cost $39.00. - - - - - #7. Stock LS1 flexplate. Cost $49.00.

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#37X. 700R4 heavy 1-2 accumulator spring for super firm 1-2 shifts. (Brown) Cost $8.00

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#37XX. This is the firmest OEM type replacement spring for use in the 1-2 or 3-4 accumulator of the 4L60 and 4L60-E transmissions. This spring has identical performance specifications to the purple OEM accumulator spring. This spring uses high strength spring wire to insure lasting spring life and reduce spring relaxation. (Purple) Cost $4.00

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#37. 4L60E performance 1-2 accumulator spring. Typically the OEM 1-2 accumulator spring is too weak for high performance rebuilds. This enhanced performance spring provides a firmer 1-2 shift (white). Cost $5.00

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#37P. 700R4 Pinless accumulator piston. The dual seals stabilize and completely seal the bore and provide a tight seal even after thousands of cycles. The pinless design eliminates the possibility of pin leakage and the additional length stabilizes the piston to prevent piston cocking. This pinless accumulator piston kit does not work with OEM two accumulator spring applications. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles. Cost $14.00

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_DSC2504.JPG (13688 bytes) #37XP. 4L60E / 4L65E Pinless accumulator piston. In 4L60-E units it is common for the plastic forward accumulator piston to wear or crack. This causes a fluid loss resulting is delayed engagement, slips, burned clutches and/or band. Repeated reciprocation of the accumulator piston causes the piston pin bore to wear. Fluid loss through the piston pin bore or cracks causes forward clutch to slip. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles. Cost $10.00

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#37AP2. 4L60E Forward Accumulator. This 4L60E / 4L65E accumulator piston goes in the valve body and cushions the shock when shifting from reverse to drive. In 4L60-E units it is common for the plastic forward accumulator piston to wear or crack. This causes a fluid loss resulting is delayed engagement, slips, burned clutches and / or band. Repeated reciprocation of the accumulator piston causes the piston pin bore to wear. Fluid loss through the piston pin bore or cracks causes forward clutch to slip. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles. Cost $7.95

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#37AP. 4L60E 3-4 Stock Accumulator Piston with seal. The center hole is bad about wearing out and loosing pressure on high mileage units. (takes 1) Cost $3.00

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#37AP3. 4L60E 1-2 Stock Accumulator Piston with seal. The center hole is bad about wearing out and loosing pressure on high mileage units. The center hole is .230". (takes 1) Cost $3.00

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#38. 4L60E high output pump slide spring. When engine speeds exceed 5800 RPM, the centrifugal force on the pump vanes acts to center the pump slide and reduce the pump volume. In high performance applications, it is critical to maintain maximum pump volume in order to hold line pressure and avoid 3-4 clutch failure. This high output single spring is stiffer than the dual OEM springs and is able to hold the pump slide in a maximum volume position despite the high engine RPM. Cost $7.00

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#39. 4L60E - transmission rebuild manuals. Cost $28.00

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#39DVD. 4L60E Rebuild DVD (2 hours). Cost $34.00

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Covered in detail on the 4L60E rebuilding DVD is:

  • Disassembly

  • Parts Inspection

  • Solenoid Testing

  • Valve Body ID

  • Valve Body Wear and Repair

  • Matching the Converter to Your Valve Body

  • Latest Upgrades and Fixes

  • Air Testing Clutch Packs

  • End Play and Torque Specs

  • Assembly Procedures

  • And Much More!


 

 

 

 

 

 

 

#1528 700R4, 4L60E Forward Clutch Inner Lip Seal Installer / Protector Tool (on left). Cost $42.00

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#1527 700R4, 4L60E Overrun Clutch Inner Lip Seal Installer / Protector Tool (on right). Cost $42.00

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_DSC3335.JPG (38330 bytes) _DSC3343.JPG (171145 bytes) _DSC3344.JPG (56931 bytes) #700T. 700R4 / 4L60E Input Drum Installation Tool. Easily installs the input drum into the case during rebuild. Anybody who has ever installed this drum knows how hard it's on the hand. This tool makes it easy. Works on 30 spline 700R4, all 4L60E / 4R70E transmissions, also fits TH350 and TH400 splines. (OUT OF STOCK) Cost $99.00

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#39X. 4L60E / 700R4 Teflon sealing ring installation tool. Makes Teflon seal installation and resizing easy and perfect every time. These are the four rings on the input shaft and they can't be installed without this tool. Cost $158.00.

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(Here's what happens if you install these rings by making an angled cut. (a) The rings get hot, expand and overlap. (b) The rings stick together at the angled cut. (c) Then when they cool off and contract they're too small. (d) The next time you drive the 3-4 clutch burns up. (e) Even if the rings don't stick they hold the pressure better if not cut.)

#39SS. 4L60E Stator Shaft Teflon Seal Installer / Resizer. Cost $172.00

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#39XX. 700R4 / 4L60 / 4L60E / 350 Low-Reverse Clutch Spring Compressor. This is a very hard job without this tool. Cost $56.00

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#39XXX. GM Pump Puller. Cost $90.00

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#91. Table Mounted Spring Compressor. Cost $149.00

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#91X. This 39 piece Bushing Driver Set covers all Domestic and Import Automatic Transmission Bushings and Seals. All drivers have been manufactured from 4140 Heat Treated material for extra durability. The kit contains 34 Bushing Drivers, 4 Drivers, all hooks and wall mounting peg board. Cost $499.00

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#TC-1001. GM Shift Lever Seal Removal Tool. Fits 200, 200-4R, TH350, TH400, 700R4, 4L60E and 4L80E. Maybe others. Cost $67.00

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_DSC2316.JPG (117108 bytes) #91P. Universal pump alignment tool. Works with all pumps. This tool comes with a chart, placing the pin in the correct numbered hole for that type transmission. This tool works in reverse, squeeze the clamp and place over pump halves then release for an automatic clamp. Cost $99.00

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#91CB. Case Bushing Driver for 250, 250C, 350, 350C,
700-R4, 4L60 & 4L60E. Cost $36.00

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Bench Buddy

#BB. Bench Buddy. Impregnated with a special super fine abrasive, Bench Buddy brushes easily remove small burrs and polish the inside of a valve bore with virtually no enlargement of the bore diameter itself. Each Bench Buddy kit features 4 different sized brushes. Cost $38.95

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  • Improves the surface finish of a bore by up to 50%

  • Restore smooth valve operation in seconds

  • Services bores from 1/4" to 1"

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Accumulator Buddy

#AB. Accumulator Buddy. Impregnated with a special super fine abrasive, Accumulator Buddy brushes easily remove small burrs and polish the inside of a valve bore with virtually no enlargement of the bore diameter itself. Each Accumulator Buddy kit features 3 different sized brushes, 1-3/8", 1-5/8" and 2". Cost $43.95

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#10M. Extreme Duty Energy Suspension Polyurethane transmission mount for the 4L60E to 4L80E swap (4WD). Fits most GM full size 4WD. Cost $62.00

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#40. 700R4, 2WD universal transmission mount. Effectively controls transmission torque better than stock units, especially in high-performance applications. Soft enough to absorb vibrations for street use yet rugged enough for racing. Commonly used in stock car and drag racing. Helps control torque on heavy horsepower cars. Maintains proper drive shaft angle. Made of HYPER-FLEX performance polyurethane. Cost $38.00

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#40LT1. Camaro / Firebird Poly Torque Arm Bushing. Fits 1993 to 2001 automatics with LT1. Cost $25.00

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#40D. Extra long GM dowel pins. These dowel pins go all the way through the bell housing, adding extra holding power to help prevent bell housing breakage on high torque motors. Cost $13.00

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#41. 4L60E intermediate servo release check valve. This valve meters servo release oil for a shorter 2-3 shift while providing proper exhaust for a smooth 3-2 down shift. Cost $18.00.
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(If you make a 3-2 down shift and the 3-4 clutch doesn't release fast enough when the 2-4 band applies the 3-4 clutch will burn up.)

 

 

 

 

 

 

 

#41CB. This patent-pending 4L60 / 4L60-E / 4L65-E, 3-4 Rapid Relief Valve replaces the ball capsule in the input drum with a spring-loaded ball valve to help eliminate clutch drag on the release, according to the company. It also greatly reduces centrifugal apply in high-performance applications. Cost $2.900

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#44X. 700R4 / 4L60E Extreme Duty reaction carrier shaft. Same as the above but better. This is our own brand (Torque Master Package). Better because it has the Beast shell instead of the GM shell. We decided to make this shaft because the GM shaft is almost impossible to get. This was the last part needed making it possible to build the entire transmission without the use of thrust washers. This reaction carrier shaft was designed for the increased torque load of the 6.0L version of the Gen III V-8, as well as Corvette's LS6 engine. Cost $153.00. Sold without the shell for $116.00

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Without Shell

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#45. 700R4 / Early 4L60E / C5 Corvette Extreme Duty Raptor Drive Package. You get a hardened drum assembly plus a hardened reaction shell and bearing. Every time you think there's nothing else that can be done to a 700R4, here it comes. These parts are made to with-stand way over 600 foot pounds of torque. Made with new input drums and shafts. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed. Fits late 1987 up. 

For farther information on these parts please call toll free, 1-888-2012066. We use these parts in our level four 700 Mega Raptor and 700-E Mega Raptor transmissions.

                                           

This is the hot new item on the street, for high performance, towing and heavy vehicles. Twice as strong as the stock parts.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

• All new High Strength shaft and drum assembly

• 57% harder than standard OE shaft

• Reinforced input drum and Beast shell

 

Extreme Duty Hardened 700R4 / 4L60E Drum, Call for Details 1-888-2012066.

+

Extreme Duty Hardened Reaction Shell and Bearing.

Complaint, splines seem to crack and tear away from the shell due to torque and flex.

=

Correction, hardened and reinforced shell tested at the same foot pounds of torque as the Raptor Drive drum and shaft.

Complaint, spider cracks on drum at shaft area are caused by hard 1-2 shifts, high torque or heavy vehicle.

=

Correction, hardened reinforcement drum sleeve / input shaft 57% harder than stock.

Click on photo

Hardened Reinforcement Drum Sleeve, left click on picture. Cost $420.00

We now have the Raptor Drive package for the 1998 up late models with the LS1 type motors. Made with new input drums and shafts. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed. Fits 1998 up with LS1 type motors without an input speed sensor. Sold with a custom made stator support shaft, Beast shell, race, thrust bearing and piston. Cost $420.00

• All new High Strength shaft and drum assembly

• 57% harder than standard OE shaft

• Reinforced input drum and Beast shell

Notes: This kit can only be used with an aluminum forward clutch piston. PATC #45FP aluminum billet forward clutch piston or an OEM aluminum forward clutch piston are the only options that will function correctly with this kits. The new stator support shaft in kit (#45 LS1 type 98 -05) is specially configured to allow the late heavy duty reluctor style shaft to be installed into non-reluctor applications and should only be used with the parts in this kit.

 

Early Type
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#45P. These two parts are needed with the late model Raptor Drive package and on C5 Corvettes. You may or may not already have these parts. Spring set. Cost $8.00. Used Like New Piston. Cost $16.00

Spring Set

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Piston

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4L70E Hardened Input Drum

• All new High Strength shaft and drum assembly

• 57% harder than standard OE shaft

• Reinforced input drum and Beast shell

IMG_0514.JPG (21915 bytes) #46. Hardened Input Drum and Shaft for 2007 up with an input speed sensor. Comes complete with the Beast shell, new input drum, new 4L70E input shaft, new spring set, new bearing and spacer, race and two pistons. This kit is made using a new OEM shaft and drum without a core charge. Made with new input drums and shafts. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed. Fits 2007 up 4L70E type transmissions only with an input speed sensor. All 2007 up transmissions don't have an input speed sensor, make sure you have an input speed sensor. Notice the teeth on the input shaft for the input speed sensor. Cost $380.00

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#45-1. PinHol7.jpg (26529 bytes) Sonnax Input Drum Support Ring Kit, Input Drum Support Ring, Overrun Piston and O-Ring. The GM 700R4, 4L60-E, 4L65E and 4L70E input drum assembly is known to crack where the input shaft is pressed into it (where the overrun clutch rides). Sonnax now offers this hardened steel sleeve that reinforces the input drum to prevent this failure. No machining is required to use this kit. Cost $49.00

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25 kits for $40.00 each.

50 kits for $35.00 each.

100 kits for $30.00 each.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#45FP. 700R4 / 4L60E Billet Forward Piston. The OEM cast aluminum forward piston frequently breaks due to rough castings and high stresses. This billet aluminum forward piston eliminates these concerns by using high strength billet material and is designed with added contours in the high stress areas. No machining or modifications are required to use this piston and it can be used in all 700R4 / 4L60E / 4L65E transmissions as long as it's used in conjunction with an aluminum overrun piston. Cost $115.00

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77733-06K Sonnax 4L60E / 700R4 Input Drum, Smart Tech 77733-06K Input Drum. 77733-06K 77733-06K Sonnax / PATC 77733-06K.

KIT #77733-06K. Call your Dad, turn off your phone, cancel your cable subscription, call the cops! The history of the 3-4 clutch failure in this platform is legendary. For years we have searched and developed solutions to resolve this issue. The problem has always been deflection occurring in the drum when applied with high line pressure. The solution is here now. We have in this set-up identified and corrected every weakness in the factory drum. 

We start with the input drum itself. A new Sonnax input drum support sleeve is installed to help with high shock loads. We also use a much thicker / stronger billet 3-4 clutch apply plate and backing plate to keep coning at bay. This is a common problem when we start ramping up pressures in an attempt to increase clamping load. These much stronger pieces allows us a ton of latitude now when getting aggressive with our pressures where we were once limited. Thicker Teflon steel plates are used to dissipate heat better. We also have chosen to go with a brand new billet forward piston in our builds. The factory cast forward piston is know for breaking or cracking under high stress loads. This new billet piece not only resolve that issue but also eliminates cross leaking from occurring. This assembly also gets a reworked overrun piston. We then moved on to the upgraded springs with-in the drum, but that's not the sexiest part of this build. The sexy comes from us having the 3-4 snap ring (that is known for blowing out along with the lugs) removed from the drum entirely. We now have a bolt-on thicker billet backing plate that eliminates the ability for deflection to even creep into the picture. The stator support receives a new wider Teflon impregnated rear stator support bushing. This set-up is proven to be bullet proof as it is, but we decided we could get even nastier. Nasty you say? Yes we said nasty, we added a billet input shaft to the drum making this drum the complete solution. This is a must on vehicle with high shock loads, turbos, superchargers, nitrous etcetera. Keep in mind though when doing this you run the risk of destroying the next weakest link within the transmission which is typically the output shaft. Don't worry though, we have you covered there as well. We also prefer to use our Alto Red Eagle 9 Count clutch pack with 8 custom laser cut full thickness Kolene steels. That is almost double the factory count in this unit still using full thickness steels. Take into consideration these steels are also much more rigid than a factory stock steel. These harder steels are less likely to warp or cone under extreme temperature. 

We now have available for you several different options in this set-up. You can purchase all of these components either independently or we can send you a pre-assembled set-up completely ready for a simple drop in. The pre-assembled set-up allows you to custom design the clutch pack configuration and is assembled right here in house @ PATC. When you purchase this new complete set-up we will have the latest upgrades available and fully loaded. You have the option of choosing your own friction materials which are shown here:

Alto Red Eagle (recommended)

9 frictions @ .060"

7 Kolene steels @ .078"

1 Kolene Steel @ .106"

Clearance @ .030-.035"

Raybestos Blue Plates

9 frictions .063"

8 steels .078"

Clearance @ .050"

Raybestos Black High Energy

9 Frictions @ .063"

8 Steels @ .075"

Clearance @ .050"

You get a loaded ready to install Sonnax Smart Tech input drum with your choice of three Billet Sonnax Input Shafts and your choice of four types of clutch materials, Alto Red Eagle, Raybestos Blue Plate Special, Raybestos black or Borg Warner brown. You get a Sonnax billet forward clutch piston, nine 3-4 clutches and Kolene steels, five forward clutched and Kolene steels, two overrun clutches and Kolene steels, Sonnax input drum reinforcement sleeve, modified Sonnax overrun clutch piston and O-ring, short sprag inner race and bearing, 29 element Borg Warner forward sprag, sprag housing, 3-4 apply castle, 3-4 molded piston, forward clutch piston return spring and a Sonnax Teflon impregnated rear stator support bushing. The entire unit will be assembled by a PATC master transmission builder. We have reports of 700R4 / 4L60E transmissions holding up to 1500 horse power using this treated drum and billet input shaft.

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700R4 / 4L60E / 4L65E / 4L70E Loaded Smart Tech Input Drum with Billet Input Shaft. $1499.00 Same Smart Tech Input Drum Kit Unloaded. $1334.00
Input Shaft Type / Year ?
Clutch Lining Type ?
Input Shaft Type / Year ?
Clutch Lining Type ?

Smart-Tech Input Housing Kit

Part No. 77733-06K

  • Teflon Impregnated Rear Stator Support Bushing

  • Modified Input Housing

  • Input Drum Reinforcement Sleeve

  • O-Ring

  • 3-4 Clutch Apply Plate

  • 3-4 Clutch Return Springs (10)

  • 3-4 Clutch Backing Plate

  • Socket Head Cap Screws

Note: Cannot be used with late style, stamped steel forward pistons. Additional component upgrades required for 96'-earlier applications.

Smart Tech Input Housing Kit

#77733-06K GM 700R4, 4L60, 4L60E, 4L65E, 4L70E

#77733-06K. This new Smart Tech input housing has again turned the world on it's ear by revolutionizing the 3-4 clutch pack issues that have plagued this transmission for years. The new Smart-Tech Housing kit #77733-06K addresses five inherent weak areas of the 700R4, 4L60E, 4L65E, 4L70E input housing: 

1. Flexing / bowing of the 3-4 backing plate

2. Limited 3-4 clutch torque capacity

3. Repeated 3-4 snap ring blow-out

4. Input housing breakage near the input shaft spline.

5. Input housing fatigue

Flexing / Bowing of OE and other aftermarket backing plates is eliminated with this heavy duty bolt-on backing plate. This unique design ensures even clamping of the 3-4 clutches in higher horsepower, higher pressure applications. By eliminating the 3-4 snap ring and using a thinner yet much stiffer apply plate, space is made available for additional frictions and steels. This makes is possible to simultaneously increase the clutch torque capacity and eliminate the possibility of retaining ring blow-out. A steel reinforcement sleeve prevents breakage in the spline area. Housing fatigue failure resistance and housing life are significantly improved with a special treatment process that reduces stress crack formation.

See video below for demonstration

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Features and Benefits

  • Zero-Flex, bolt-on 3-4 clutch backing plate eliminates uneven clamping pressure, resulting in increased clutch durability

  • Increased 3-4 clutch torque capacity will accept either:

    • Eight .067" frictions with seven .095" steels

    • Nine .062" frictions with eight .077" steels

  • Eliminates snap ring blow out

  • Special Treated housing is significantly more resistant to fatigue failure

  • Includes steel reinforcement sleeve  and overrun piston.

  • Cost $499.00

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Demonstration showing the 4L60E 3-4 clutch pressure plate flexing with only 110 PSI apply pressure. This is a Brand New GM pressure plate with HD stamped on it (the strongest GM). The fixtures are two 10-32 nuts glued with epoxy to opposite sides of the top of the pressure plate. Eye bolts are screwed into the nuts and aluminum rods inserted into the eyebolts. This visually demonstrates the bowing/ flexing/ dishing that happens to the 3-4 clutch applies. You can only imagine the extreme flexing that takes place on a quick apply at a 190 + PSI. This is exactly why this clutch pack has such a terrible reputation.

Instructions Here

wpe27.jpg (96289 bytes)  #STS1. 4L60E Billet Heat Treated Input Shaft for LS1 Type Transmissions. Cost $299.00

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* Fits: 1998 to 2002 LS1 equipped Camaro and Firebird
* 1999 to 2005 Gen III engine equipped V8 trucks including all 4L65E transmissions
* 2005 C6 Corvette 

wpe25.jpg (74262 bytes)  #STS2. 4L60E / 700R4 Billet Heat Treated Input Shaft for Early 4L60E / 700R4 Type Transmissions. These new Input Shafts are a must for high horsepower applications to eliminate input shaft breakage issues. Cost $299.00

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#47RTF. Lucas Racing Transmission Fluid (5 quarts), AKA PATC Raptor Blood . Raptor Blood RTF is designed for high performance applications where heat and pressure are most damaging to your transmission and torque converter. Blended specifically for racing and performance by Lucas Oil, this fluid will lower transmission temperatures, extend clutch life, and maintain clean valves and passages. This fluid is also compatible with all types of transmission fluid. Shipped in 5 quart size only. Free shipping when ordered with a transmission. Works best when used with #47TOS Raptor Tamer below. Cost per 5 Quarts $39.00

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#47TOS. "Raptor Tamer"  AKA LUBEGARD PLATINUM Transmission Oil Supplement is the newest automatic transmission supplement to arrive. It reduces clutch slip by raising the coefficient of friction. It also stabilizes viscosity and enhances all automatic transmission fluids. No other additive does more. It goes beyond eliminating converter clutch chatter. It is the only supplement your transmission needs. Cost $15.00

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Fluid and Filter Change Instructions, Click Here 

#48. Transmission Fluid Temperature Gauge. This is our own brand 2" gauge that reads 100 to 280 degrees. Complete with the sender unit for cast aluminum pans or sender unit and drain plug for sheet metal pans. The sender will mount as (in) the drain plug with a sheet metal pan. Cost $37.00, Cost $50.00 with the drain plug.

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Temp Gauge

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Temp Gauge

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#48-2. Bezel for the above temperature gauge. Cost $8.00

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#52V. Fits 1988 to 1996 Corvette only. Cost $49.00

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#C4T. New C4 Corvette tail housing with torque arm bolt holes. Fits 1984 to 1996 C4 Corvettes, 4L60E and 700R4 transmissions. The C4 Corvette tail housing is about 7/8 of an inch shorter than the other tails. (OUT OF STOCK) Cost $149.00

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We sell the new ones for $303.00.

#49-1. 4L60E, 6 bolt 1998-2002 Camaro type tail housing. (used when in stock) Cost $125.00

# 49-2. Early model 4L60E tail housing with transmission mount (7 3/8 inches long). This will move the mount to the rear 5 1/2 inches. This moves the rear transmission mount to the same position as a TH400 (short-style) or 200-4R transmission. This extension housing can eliminate transmission crossmember modifications when replacing a TH 400 or 200-4R transmission with a 4L60E thru 1996 assembly. These are almost impossible to find. When in stock $60.00.

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# 49. 700R4 used tail housing with transmission mount (7 3/8 inches long). This moves the mount to the rear 5 1/2 inches. This is the same position as a TH400 transmission with a 9 inch tail housing and 32 spline output shaft. The TH400 9 inch tail housing with the 27 spline output shaft has the same mount position as the 4 inch tail housing. With some modification to the 2 mount bolt holes on the crossmember this extension housing can eliminate transmission crossmember modifications when replacing a TH400 with a 4 inch tail, 9 inch tail with a 27 spline output shaft or 200-4R transmission with a 4L60E through 1996 assembly.
These are almost impossible to find. I've seen these at the GM Dealer for $210.00.
(OUT OF STOCK) Cost $80.00.

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#49N. Same as above but new. 700R4 / early 4L60E tail housing with transmission mount (7 3/8 inches long). This moves the mount to the rear 5 1/2 inches. This is the same position as a TH400 transmission with a 9 inch tail housing and 32 spline output shaft. The TH400 9 inch tail housing with the 27 spline output shaft has the same mount position as the 4 inch tail housing. With some modification to the 2 mount bolt holes on the crossmember this extension housing can eliminate transmission crossmember modifications when replacing a TH400 with a 4 inch tail, 9 inch tail with a 27 spline output shaft or 200-4R transmission with a 4L60E through 1996 assembly. This is the last of the GM supply, when there gone there gone. Six in stock. Cost $129.00 to $149.00.

(OUT OF STOCK) One Tail Housing $149.00
(OUT OF STOCK) Two Tail Housings $139.00 each
(OUT OF STOCK) Three or more Tail Housings $129.00 each
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#30XM. The G-Force Performance Racing Crossmember is a heavy duty, double hump transmission crossmember that was designed and fabricated exclusively for 1978 thru 1988 G-Body cars and is manufactured new from 2" x 3" (1/8" wall) rectangular and 1/2" plate steel. And best of all - IT BOLTS IN - no guessing, no cutting, no cussin'! This crossmember is built to take BIG BLOCK punishment and will also stiffen your frame to help straighten out launches. Another benefit of this crossmember is that installing a dual exhaust is a simple bolt-on operation that will provide clean, professional results. No floor pan modifications are necessary. Comes with a Black Powder Coated finish. This crossmember fits 1978 - 1988 G-Body cars with a 700R4 or 4L60E overdrive transmission. Cost $229.00

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" 1967 to 1974 F & X Body "

Raptor-X Crossmember by PATC

F-Body Crossmember for early Camaro and Firebird 1967 to 1969, TH400, 200-4R, 4L60E, 4L80E, 700R4 and T-56.

X-Body Crossmember for Chevy Nova and Chevy II 1968 to 1974, Pontiac Ventura 1971 to 1974, Oldsmobile Omega 1973 to 1974 and Buick Apollo 1973 to 1974. Available for TH400, 200-4R, 4L60E, 4L80E, 700R4 and T-56. When ordering a 68 to 74 X-Body crossmember, they all use the 67 to 69 F-Body crossmember.

Made from 1 5/8 inch thick wall round tubing. These crossmembers will accept up to a 3" exhaust pipe. After the crossmember is installed it can be removed and replaced with two bolts. Comes with 2 mounting brackets, 2 grade eight bolts and 2 lock nuts. These cross members fit both F-Body and X-Body cars. At this time we only have 1967 to 1969 crossmembers in stock for the 4L80E, 700R4, early 4L60E, 200-4R, TH400 and T-56 transmissions. (OUT OF STOCK ON SOME) Cost $212.00

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Year & Transmission

Call 1-888-8771008

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" 1964 to 1972 A Body Convertibles "

This crossmember fits 1964 to 1972 A Body convertibles or box frame with a TH350, Muncie, Powerglide, T10, 700R4 and early 4L60E transmissions. Cost $259.00

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Year, Part Number

_DSC2438.JPG (126856 bytes) _DSC2441.JPG (135710 bytes) #ATM. Adjustable Transmission Mount that locks in any position. Moves to the front or rear up to 1 1/4" each way. This makes it possible to use GM aftermarket performance crossmembers in cars with LS1 type motors. Buy the conversion crossmember you want plus this mount if you have a LS1 type motor. Comes in black powder coat. Cost $132.00

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#52. 4L60E Plastic Dust Cover. Held on with four screws. Cost $15.00

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#52X.  4L60E Cast Aluminum Dust Cover. For 4WD or heavy duty. Held on with six bolts. Two braces go to motor. (OUT OF STOCK) Cost $89.00

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#52R. These are the 2 braces that run from the #'s 52X and 52XX dust covers above to the motor. One is 14 7/8" and the other is 15 1/4" center to center on the bolt holes. (OUT OF STOCK) Cost $39.00

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#52C. Heavy Chrome Plated sheet metal dust cover with air louvers. Held on with four screws. Fits Chevy motor. Fits 700R4, early 4L60E, TH350, 200-4R and TH400. Cost $49.00

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#53. Powder coated case, tail and pan. $200.00. Art work extra.

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No computer needed. On the fly adjustability.

#4L60ESimpleShift. Don't have a laptop? Don't like computers? Want instant on the fly adjustability? Need an overdrive solution for that new LS conversion on your beast? Here you go, the Simple Shift transmission controller is your solution. This stand alone transmission controller is capable of operating your 4L60 / 65 / 70 electronically controlled transmission without the need for any complicated computer tuning. Shift speed, shift firmness, and converter lockup are all adjustable with just a simple twist of the dial on this controller. The settings offer 2 different logic settings both for part throttle and wide open throttle. When clicking on the thumbnails pictured left you will see this indicated as low / high which is relative to throttle angle. This controller comes complete with a factory grade wiring harness and all factory connecters. This is one of the easiest controller to install on the market today. The wiring harness you see pictured to left has all connectors clearly labeled for a hassle free installation. Using a separate TPS which stands for "Throttle Position Sensor", is not needed on this controller with any fuel injected vehicle. The wiring harness already has the leads for the TPS sensor that would currently be used on the vehicle. If this is going on a carbureted vehicle you would want to add the TCM-6000 TPS kit listed below. The Simple Shift is the perfect solution if you simply want to use an overdrive electronic transmission in your project car, but don't want to worry about the controller. Cost $625.00

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#TCM-6000. This is the add-on component for the simple shift transmission controller when using a carburetor. This remote mount TPS adapter kit allows for the easy installation of the of the Simple Shift transmission controller in non-electronic applications where no throttle position sensor is present. Comes with adjustable kick-down cable, TPS sensor, TPS mount, TPS to kick-down adapter, weatherpack connector, pre-crimped wires, extra terminals, extra seals and mounting bolts. $120.00

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4l80e.6 speed valve body 13.jpg (10451 bytes) 4l80e.6speed 4l80e valave body13.jpg (9210 bytes) 4l80e 6speed conversion13.jpg (24392 bytes) 4l80e.6speed 4l80 conversion kit3.jpg (11745 bytes)

Programmable Electronic Transmission Controller

4L60E Stand alone controller kit with harness

Part # TCM-2000

#4L60ETCM2000. The TCM-2000 is our most powerful aftermarket controller. Similar to our other controllers the TCM-2000 features dual calibrations (sport mode, tow-haul mode, etc.). Programmable shift points, shift firmness, and torque converter lock-up. Unique to the TCM-2000, PWM outputs are programmable either active high or low supporting a wide range of transmissions from GM, Ford, Chrysler, Nissan, Toyota and others. The CAN interface allows seamless integration with CAN Based Vehicles or ECU's. Compatible with J1939 and other CAN Standards. The CAN Connection also simplifies the connection to a PCS Paddle shifter or the GSM-2100 Gear Select Module so you can completely eliminate the shift lever and shifter in your car. This kit comes complete with the wiring harness pictured here. Cost $790.00 

*To Purchase a controller kit, specifically the controller (TCM-2000) and the harness for the transmission. If this is a fuel injected application you may be able to share the throttle position sensor already on the engine. If your vehicle does not have a throttle position sensor, a remote mount TPS Kit, TCM-6000 (See Below) is available from PCS.

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4L60E ELECTRONIC PADDLE SHIFTER

PART #PS-2000

The PCS Paddle Shifter is designed to provide shifting capability to your hot rod with the look and feel of an OEM system. Easily installing behind any aftermarket 5,6 or 9 bolt steering wheel, the Paddle Shifter does not require any external wiring or messy splicing into your vehicle's wiring system. The paddle unit is powered by simply attaching the horn button wire, eliminating any external wiring on the column. The paddle shifter communicates with the transmission control unit via a wireless receiver module. This receiver module plugs into your PCS transmission control unit with one simple pre-installed plug. Cost $550.00

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The paddle shifter optional display allows the driver to view all of the systems listed below:

Current Gear, Vehicle speed, Coolant Temp, TCC Lock-up, Engine RPM, Transmission Slip, Turbine RPM, Throttle Position, Manifold Pressure, Transmission Temp., Line Pressure, TCC Slip %, Drive shaft RPM, Lever Position, Engine Boost.

Part # Description ORDER
A-PS2000 PADDLE SHIFTER KIT-SPORT PADDLES PRICE $549.00
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A-PS2001 PADDLE SHIFTER KIT W/DISPLAY- SPORT PADDLES PRICE $599.00
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A-PS2005 PADDLE SHIFTER FOR 9 BOLT WHEEL PRICE $549.00
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A-PS2006 PADDLE SHIFTER W/DISPLAY FOR 9-BOLT PRICE $599.00
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A-PS4000 RECEIVER MODULE HARNESS PRICE $50.00
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A-PS4001 SHIFTER HARNESS PRICE $20.00
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A-PS1051 1/2" SPACER RING FOR 5 OR 6 BOLT PRICE $20.00
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A-PS1000 PADDLE SHIFTER MODULE FOR 5 OR 6 BOLT PRICE $400.00
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A-PS1001 PADDLE MODULE FOR 9 BOLT PRICE $400.00
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A-PS1020 RECEIVER MODULE PRICE $200.00
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A-PS1052 1/4" SPACER RING FOR 9-BOLT PRICE $20.00
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A-PS1053 1/2" SPACER RING FOR 9-BOLT PRICE $20.00
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GSM Push Button Shifter 4l60e.20 shifter module.jpg (63246 bytes)

 This push button shifter is a beautiful piece of art. This is ideal in instances where maybe you have an old school restoration with a bench seat and a 3-speed column shifter, and no room for a floor shifter on that new 4 speed transmission. The GSM Push Button Shifter is an electronically controlled shifter that offers precise, split-second shifting capability with the simple push of a button. It's slim touch pad control module and compact, sealed actuator give you virtually unlimited mounting options for tight spaces or grueling environments. The GSM replaces the shift lever for nearly any Automatic Transmission.

This New state of the art control module can be surface or flush mounted and is small enough to fit in consoles, dashes, door panels, or even armrest. Each button is recessed to avoid inadvertent touches and brightly backlit for darker environments. An easy to read display shows exactly what gear you are in. The standard control modules utilize a PRND configuration along with a "+" and "-" buttons for easy tap up/tap down feature. Custom Modules are also available. The compact actuator box can be mounted next to or near the transmission and connects to the transmission using a flexible shift cable further expanding the mounting envelope. Wiring is very simple requiring only power, ground brake input and vehicle speed to operate safely and precisely. 

#58. _DSC3225.JPG (154550 bytes) The new 2011 Compushift models are here now and in stock now. What is COMPUSHIFT? COMPUSHIFT is a revolutionary, state of the art product designed by HGM Electronics. Compushift a ECM (Electronic Control Module) will control the shift & converter clutch lock-up for the 4L80E, 4L60E, 4R100 and 4R70W. Compushift is fully programmable and user friendly. Putting an electronically controlled model transmission into a street rod, truck, RV or any non-overdrive vehicle was never so easy.

Comes with complete instructions in a comprehensive manual and throttle position sensor.

APPLICABLE TRANSMISSIONS
GM - 4L80E - 4L60E, Ford - 4R70W - 4R100

There is a $100.00 discount on a Compushift with the purchase of a performance transmission and torque converter.

Cost $1136.00

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#70U. We have plenty of good used 4L60E speed sensors. Cost $5.00

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#54X. Speedometer drive gear, comes in 15, 17, 18 or 19 tooth. Cost $11.00

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Type

#55. Driven gears for gear driven electronic speedometers, 34 to 45 tooth (no 34, 35, 36, 38, 39, 40, 41, 42, 43, 45). Use with #54X drive gear above. Cost $29.00.

34 to 39 Teeth
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Tooth Count
40 to 45 Teeth
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Tooth Count

#55X. Speed sensor for above 35 to 39 tooth driven gear. (Black) $89.00

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#55XX. Speed sensor for above 40 to 45 tooth driven gear. (White) $69.00

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#70. 4L60E / 700R4 early type speed sensor (VSS). Cost $43.00

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#70X. 4L60E / 700R4 speed sensor rotor ring (reluctor). Cost $12.00

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#70XXX. 4L60E Output Speed Sensor. Fits late 1996 up except Corvette. Cost $22.00

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Tail housing reseal kit for 700R4, TH350, TH350C and early 4L60E transmissions. Comes with rear seal, bushing and tail housing O-ring. Cost $6.00

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Tail housing reseal kit for late model 4L60E transmissions with a 6 bolt tail housing. Comes with rear seal, bushing and tail housing O-ring. Cost $7.00

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#SW41 - Fits 700R4 / 1993 - 1997 4L60E transmissions. Converts your transmission to standard GM manual speedometer and VSS all in the same tail housing. Kit uses all new GM speedometer parts and VSS sensor. Comes with all parts and instructions to complete the job. The transmission mount on the tail comes in three different styles. We need the vehicles rear axle gear ratio and tire diameter when ordering. Cost: $549.00

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#SW42 - Fits 1998-2004 4L60E & 4L65E transmissions. Uses all new GM parts including speed sensor and comes complete with instructions. The mount on the tail sits back 2 1/2 inches from the stock location. We need the vehicles rear axle gear ratio and tire diameter when ordering. Cost: $589.00

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Solenoids & Sensors

#60. 4L60E torque converter lock-up solenoid. Cost $20.00

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#60KD. 4L60E, 1995 Back 3-2 Kick Down Solenoid. TTC with PMW, Solenoid 1995 On. Cost $29.00

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#60KD2. 4L60E, 1996 on 3-2 Kick Down Solenoid. Cost $22.00

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#60X. 4L60E, both shift solenoids. Cost $30.00

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#60XX. 4L60E, 93 - 03 force motor. (pressure regulator) Cost $51.00

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Year

#65XX. 4L65E 2004 UP force motor. (pressure regulator) Cost $29.00

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#60XXX. 4L60E manifold pressure switch. (shift lever position sensor) Cost $29.00

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4L60E transmissions. Complete electronic kit including wiring harness, lock-up solenoid, 2 shift solenoids, force motor, 3-2 solenoid, PWM solenoid and pressure manifold. All as needed.

#60E. Fits 1993-1994.  Cost $220.00

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#60E5. Fits 1995.  Cost $250.00

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#60L. Fits 1996 to 2002.  Cost $243.00

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#60L2. Fits 2003 up.  Cost $224.00

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#60NSS. Genuine Delco Neutral Safety Switch. Fits most 1995 to 2003 4L60E transmissions. This is the switch that fits on the shift lever at the transmission. Cost $54.00

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#PT2 and #PT3. These pigtails fits #60NSS manual lever position sensor above. Cost #PT2 on left $76.00, Cost #PT3 on right $40.00.

#PT2, Large
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#PT3, Small
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#61NSS. Genuine Delco Neutral Safety Switch. Fits 2004 up 4L60E transmissions. This is the switch that fits on the shift lever at the transmission. Cost $45.00

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#PT1. This pigtail fits #61NSS manual lever position sensor above. Cost $44.00

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#10XX. Universal 4L60E external wiring harness repair kit, fits 1993 up. Cost $39.00

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#10XXX. Universal 4L60E internal wiring harness with lock-up solenoid, fits 1993 - 2002. Cost $60.00

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_DSC2532.JPG (16171 bytes) #T9138. 4L60E / 4L80E Internal Wiring Harness Removal Tool. Cost $18.00

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#60N. Delco Input Speed Sensor, 2007 on 4L60E, 4L65E and 4L70E with input speed sensor. Also fits some 2006. These have a black case connector, case side not wire side. Cost $48.00

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Cable X

Cable X

#68. Install a mechanical tachograph or operate a mechanical speedometer on a vehicle equipped with an electronic speedometer signal (sensor). You can do it -- quickly and easily -- at a cost far below that of buying and installing drive gears in the transmission. You save on the cost of buying and installing electronic tachographs and speedometers.

Cable X lets you use popular, low cost mechanical tachographs such as Abbott, Argo, Sangamo, Servis Recorder and Veeder-Root, and mechanical speedometers such as Autometer, Clark Brothers, Datcon, Stewart Warner and Teleflex. It operates at accurate speeds -plus or minus 2%- on the most common OEM electronic speed signals, and is as easy to install as any electronic tachograph.

You save hours of downtime installing gears into the transmission, and you don't have to mess with troublesome, expensive and long cables. Cost $349.00

Electronic Ratio Adapter (ERA)

Now You Have the Solution to Your Speedometer Problems.....

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ERA

#69. Any change in a vehicle's tire size or rear axle ratio will cause the speedometer reading to be inaccurate. The Electronic Ratio Adapter (ERA) is designed to correct this problem. With the ERA, you simply hook up four wires, set the DIP switches according to the calibration table included with your order, and you are ready to go.

What does the Electronic Ratio Adapter do?

The automotive industry has a great variety of part sizes, types, shapes and descriptions, but regardless of make, model or year, a few things are standard. One of those standards has been the number of revolutions a speedometer cable will make for each mile traveled.  Nowadays, electronic pulses have replaced the rotating cable, but the same principle applies. The Pulse Ratio (the number of pulses per mile traveled) remains the same, regardless of speed, since the same distance is traveled and the same number of pulses have occurred each mile no matter what the speed was during that mile.

However, this Pulse Ratio can be made to vary from the true when modifications are made which change the number of electronic pulses per mile on a particular vehicle. This is most commonly caused by changing the tire size (increasing the outside diameter of the tires will cause the tire to travel further before making a complete revolution), but other modifications could have the same result. When the Pulse Ratio is thrown off, the speedometer/odometer will be inaccurate and corrections must be made.

This relative difference between true speed and the speed indicated on the speedometer is called the Variance Ratio, and it is corrected using the Electronic Ratio Adapter. Cost $169.00

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Currently the Electronic Ratio Adapter is not recommended for 2000 and newer Fords and 2001 on Dodge Rams.

3R Series Slip Yokes

#72. 27 spline inside snap rings, fits 350, 400 long tail, 700R4, 4L60E and 200-4R. Shaft 1 1/2 X 5 inches. 1 1/8 inch caps. About 3 19/32 inches across U-joint. Cost $110.00

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Rated to 700 Horse Power

1350 Series Spicer Slip Yokes

#80. 27 spline outside snap rings, fits 350, 400 long tail, 700R4, 4L60E and 200-4R. Shaft 1 1/2 X 4 1/2 inches. 1 3/16 inch caps. About 3 19/32 inches across U-joint. Cost $95.00

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Rated to 700 Horse Power

The 1350 series and the 3R series are equally as strong, but the 1350 series has a larger stronger U-joint.

 

 

#76D. Derale’s Remote Automatic Transmission Filter Kits are engineered to work in conjunction with the OEM transmission filter. The OEM system prevents any foreign particles from entering the valve body or other internal components. Derale’s kit maintains the fluid, removing any varnish, sludge or contaminants. Cost $59.00

Doubles Transmission Life, Extends Time Between Fluid Changes, For All Automatic Transmissions

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#76F. Replacement Filter for the Derale remote filter. Cost $15.00

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Install a Turbo 400 on a LS1 Motor

 

 

 

 

 

 

 

 

 

 

 

 

#6X - 400 - S. " Master Blaster " Fits 400 / 350 transmissions. This is a 10 1/2 inch non-lock-up balanced converter with your choice of stall speeds from 2600 to 6000 RPM, bearing construction, furnace brazed fins and a billet front cover. Rated at 1200 horse power with the super sprag installed. Lower 60 foot times and improved quarter mile times, an average of 1/2 second reduction! Cost $949.00

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#LS1-700. Crankshaft spacer to install an early type TH400 / TH350 transmission on a LS1 type motor. Six longer flywheel bolts included. The LS1 flywheel is reused. The flywheel goes on first then the spacer. The torque converter bolt holes in your flywheel must be elongated to fit your non-LS1 torque converter bolt circle. Cost $112.00

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#61. Crossmember fits 1998 - 2002 F-Body Camaros and Firebirds. Replace your 4L60E transmission in a Camaro or Firebird with a 400 transmission. Fits LS1 type motor, moves the crossmember to the correct position for the 400 transmission mount (4 inch tail housing). Cost $97.00

#61X. Spacer to raise the 400 transmission to the correct height. Cost $37.00   

 

 

 

 

 

 

 

 

     

#62. Torque Arm for the 4L60E to 400 Raptor conversion. Fits 1993 to 2002 F-Body. Attaches to the rear axle and controls rear end torque during acceleration, transferring this energy into the tires, increasing straight line traction. No fabrication, welding or drilling required - 100% bolt-in installation! Powder coated. Left click to enlarge. Cost $520.00

     TA2.jpg (139435 bytes)    

 

#63. (OUT OF STOCK) Steel Nitrous drive shaft for the 4L60E to 400 Raptor conversion. Fits 1998 to 2002 F-Body. Cost $425.00

 

 

 

 

 

 

#64. (OUT OF STOCK) Speed Sensor and Rotor (speedometer VSS) for the 4L60E to 400 Raptor conversion. Cost $158.00 for both. Speed sensor $99.00. Rotor $59.00.

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#65. (OUT OF STOCK) Cast aluminum bottom converter cover for the 4L60E to 400 Raptor conversion. Must be used with a 4WD TH400 case. Cost $91.00

 

 

 

 

 

 

#66. Lokar firewall mount dip stick for 4L60E to 400 Raptor conversion. $89.00

 

 

 

 

 

#40. 400, 2WD universal transmission mount. Effectively controls transmission torque better than stock units, especially in high-performance applications. Soft enough to absorb vibrations for street use yet rugged enough for racing. Commonly used in stock car and drag racing. Helps control torque on heavy horsepower cars. Maintains proper drive shaft angle. Made of HYPER-FLEX performance polyurethane. Cost $38.00

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#67. The Total Package to convert your 1998 to 2002 F-Body from the 4L60E transmission to the 400 Raptor transmission. You get the 400 Raptor transmission, the Master Blaster torque converter, cross member with spacer, adjustable Torque Arm with drive shaft loop, steel Nitrous drive shaft, speed sensor, converter cover, Lokar dip stick, crankshaft spacer and transmission mount. This transmission and torque converter are rated at 1200 horse power. Cost $4385.00. Installed Turn-Key job $4985.00. This is a 2WD transmission in a 4WD case for added strength. You can adjust the package up or down to fit your needs.

Same package as above with the level 2 TH400 transmission and Master Blaster Junior torque converter. This transmission and torque converter are rated at 800 horse power. Cost $3467.00. Installed Turn-Key job $4067.00.

       

The Finished Product, left click to enlarge. This 1998 Firebird belongs to David Mitchell of Magnolia Arkansas. We installed a 400 Raptor transmission behind his LS1 motor on 3-7-03.

Gear Venders 22% Overdrive mounted on a GM 400 transmission. These overdrive units can be combined with our performance TH400 transmissions and converters to produce an overdrive transmission rated at over 1000 horse power. This is a 6 speed transmission. This overdrive unit can be added to most cars with our 400 transmissions for $CALL.

Gear Venders Page, Click Here

 

See the Gear Venders Video, Click Here

700R4 / 4L60E Performance Alto Red Eagle Master Rebuild Kits

#14-2. Alto Red Eagle Master Rebuild Kits for 700R4 late 1987 on / 4L60E transmissions 1993 to 1996. Add filter, band and bushings if needed.

 #14-2 / 700R4, Cost $221.00

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#14-2 / 4L60E, Cost $233.00

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Includes the following:
  • Gasket and Seal Kit
  • Metal Clad Seals
  • Ring Kit
  • All Red Eagle Performance Clutches
  • All High Performance Kolene Steels
  • High Performance 3-4 RedEagle PowerPack

#57. 700R4 / Early 4L60E Hardened stator shaft. Cost $63.00

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#57L. 4L60E, 4L65E late type Pump Stator Support Shaft, 1998-ON. This shaft is 7.112" long and will not interchange with the early shaft. Cost $63.00

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#700M. Finally a 300M output shaft for the 700R4 / 4L60E transmissions. 4WD output shafts are worse about breaking than a 2WD, because the longer 2WD shaft has a torsion bar effect. This shaft uses the late type oil seal on the front end. The 2WD shaft will not work on C5 Corvettes. The 4WD shaft weighs almost four pounds.

4WD Cost $495.00
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2WD Cost $495.00
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#700C5. C5 Corvette 300M Output Shaft. (OUT OF STOCK) Cost $539.00

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#L65S. Fits 4L60E / 4L65E. Starting with a high grade of steel this shaft is hardened by electric induction. This hardened output shaft is strengthened over the stock 4L60E shaft with selective shot peening, which concentrates the peening process to high-stress sections of the shaft. The 4WD shafts are worse about breaking than the 2WD shafts. This shaft is 57% harder than a standard OE shaft. (Will not work on 2WD transmissions with gear driven speed sensors.) Cost, 4WD $171.00, 2WD $161.00.

2WD
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IMG_1062.JPG (136270 bytes) #19S-2 and #19S-3, 700R4 / 4L65E Hard Reaction Carrier Hub with Shaft. These shafts tested to a Rockwell hardness of 65. Early Cost $104.00, Late Cost $124.00

#19S-2 Early Non-Bearing Type
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#19S-3 Late Bearing Type
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#D70. New 2006 up 4L65E / 4L70E input drum with input speed sensor teeth. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Cost $169.00

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#90. 4L60E shifter cable bracket. Bolts to the side of transmission. Top fits most 1995 up 4L60E transmissions. Cost $20.00

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#91. 4L80E shifter cable bracket. Bolts to the side of transmission. Bottom fits 1995 up 4L80E transmissions. (OUT OF STOCK) Cost $25.00

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#89SL. Lokar Billet Aluminum Adjustable Transmission Shift Arm fits TH-350, TH-400, 700R4, TH200, 200-4R, 4L60, 4L60E and 4L80E transmissions. Can be adjusted to any angle and radius. Cost $59.00

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Features:
• Can be adjusted to any angle and radius

shiftlink_kit.jpg (18439 bytes)

 

 

 

 

 

 

 

 

#89SLR. GM Adjustable Column Shift Linkage. Simplify connecting your column shift to your transmission with a Lokar machined billet aluminum Adjustable Column Shift Linkage Kit. Works with all GM style factory or aftermarket columns. Our rigid, clean line design allows the proper ratio adjustment between the transmission and the indicator on the column. Comes complete with Shift Lever. Cost $69.00

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Features:
• Billet aluminum offers rigidity
• 3/4-48 spline designed for 3600 rotation allowing proper ratio
• Designed for column shift
• Both 3/8-16NC and metric 10-1.50mm threaded nuts for mounting electrical accessories
• Kit includes all hardware, including column bushing and rod ends
• “U-Cut-to-Fit” Stainless Connecting Rod
• No threading necessary
• Fits GM TH-350, TH-400, 700-R4, TH-200, 200-4R, 4L60, 4L60E and 4L80E transmissions
• Aluminum Adjustable Trans Shift Arms sold separately

colshiftlink.jpg (43701 bytes)

#60B. 4L60E or 4L80E shift cable bracket. This is attached with the pan bolts. (OUT OF STOCK) Cost $10.00

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Chevy Silverado / Tahoe,  GMC Sierra / Yukon

NP236 – NP246 – NP261 – NP263 Transfer Case Saver

#BRNY. Permanent pump wear protection. Good used case halves are a challenge to find. New aftermarket are available, for a price. The problem with merely replacing the case is it won’t solve the problem. Magnesium cases are soft; aluminum pumps are harder.  The problem will come back. Maybe on someone else’s watch, but surely you pride yourself in fixing problems. Due to the laser-cut accuracy in the manufacturing of the BRNY case protector and the original pocket design, end-play is unchanged. Save yourself money and fix the problem the first time with this simple drop-in. Cost $29.00

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got drip?

     1) Clean case and repair damage with an epoxy or you may choose to have welded.

     2) Place BRNY protector in the pump pocket.

wpdeede804_05.jpg (29741 bytes) wpd3fe2b5f_05.jpg (32577 bytes)

     3) Continue the rebuild knowing it’s fixed.

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Check out this 700-E Raptor in a 1996 at the Mud Races !

One year of this and still going.

Jason Bailey, Hazlehurst Ms.

Yellow numbers come on the " 700-E Raptor ".

Red numbers can be ordered as an option on the " 700-E Raptor ".

Order Now Toll Free
Transmission Order Line 1-888-8771008
Transmission Parts Order Line 1-888-2012066
 7:00 to 5:00,  Mon.-Fri., CST

 

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All PATC performance torque converters are manufactured in-house. This is some of the machinery in our torque converter shop. For a limited time PATC is looking for torque converter Dealers. Call Don at 1-888-8771008 or Blake at 1-888-2012066 for details. For a small buy-in you can get large discounts on torque converters. Main Torque Converter Page Click Here. Torque Converter and Parts Questions Email Blake Sales@700Raptor.com

Here's the bottom line, if you have a programmer or power adders you must have a performance / heavy duty transmission and torque converter for your transmission to last, because TurboDon says so. PATC performance torque converters are manufactured in-house at our state of the art torque converter shop. We have some of the best torque converter builders and machinists in the industry. We specialize in high performance / heavy duty converters that can be built to your specifications. We have diesel converters in many different levels, billet covers, billet clutch pistons, triple clutch, billet stators, steel stators and low stall versions. Our performance gas converters for street rods and racing are the best in the business. These converters come in many different performance levels. Many of these torque converters have over size Red or High Carbon clutch lining and billet covers. These can be ordered in stall speeds of 1200 to 5000. All PATC torque converters are spin balanced and leak tested.

PATC Torque Converter Video, Click Here

* Raptor Series Torque Converters *

GM Performance Converter Price List

#1. _DSC3126.JPG (71884 bytes) " Street Raptor " Fits 4L60E transmissions (1993-1995 only). This heavy duty converter is balanced and has furnace brazed fins and for added strength. If you have a problem with your fins coming loose this is the way to go. This converter stalls at 2200 to 2500 RPM and gives a faster launch than a stock converter. Also comes in 1700 and 2000 stall speeds. Good up to 350 horse power. Cost $189.00

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#2. _DSC3126.JPG (71884 bytes) _DSC3450.JPG (37142 bytes) " Super Street Raptor " Fits 4L60E transmissions (1993 up non LS1 type motors only). This stall converter is balanced, has furnace brazed fins, all bearing construction and a wide carbon fiber clutch. This  converter can be ordered with stall speeds of 2000, 2300, 2600 or 2800 RPM. Can also be ordered with an 1800 RPM stall speed for towing, 4WD and stock motors. We now have this converter in a 1200 RPM stall speed for diesels. No Nitrous, buy #2X if you have Nitrous. Good up to 450 horse power. Cost $309.00

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#2X. _DSC3135.JPG (133555 bytes) Same converter as above with a balloon plate, rated up to 550 horse power. This lock-up converter can be ordered with stall speeds of 1200 to 2800 RPM. Can be used with Nitrous. Cost $399.00

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Benefits of a Balloon Plate, Click Here

#2L. Same as #2, but for 1997 up 4L60E transmissions with a LS1 type motor. Rated at 550 horse power. Cost $340.00

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#2B. _DSC3750.JPG (27559 bytes) " Billet Super Street Raptor " Fits 700R4, 200-4R and non-LS1 4L60E transmissions (1982-1997). This full size 12 inch converter is balanced, has furnace brazed fins, bearing construction and a wider carbon fiber clutch. This billet lock-up torque converter can be ordered with stall speeds of 1200 to 2800 RPM. Can be used with Nitrous. Cost $674.00

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Stall Speed
Input Spline Count

#5X. " Power Raptor Lock-up " Fits 700R4, 200-4R, non-LS1 4L60E transmissions. This is a 10 inch converter with a 12 inch lock-up carbon fiber clutch rated up to 700 horse power. Can be ordered in stall speeds of 2000 to 4000 RPM. We stock 2000, 2600, 2800, 3000 and 3200. Lower 60 foot times and improved quarter mile times, an average of 1/2 second reduction! This torque converter has a torque multiplication rate of 2.5. The Ultimate Top of the Line Lock-Up Converter. Cost $585.00

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Stall Speed
Input Spline Count

           

 

 

 

 

 

 

 

 

 

 

 

#2L-11. _DSC3154.JPG (23403 bytes)  " Eleven Inch Super Street Raptor " Fits 4L60E transmissions, 1998 up LS1 type motors only. This 11 Inch stall converter is balanced, has furnace brazed fins, all bearing construction and a Sonnax carbon fiber clutch. This converter is lighter and has an inch smaller diameter than the stock size. It actually has a full size 12 inch clutch with an 11 inch converter body, notice the 1/2 inch inset on each side. This  converter can be ordered with stall speeds of 2600, 2800, 3000 or 3200 RPM. May stall up to 200 RPM higher with enough low end torque. Good up to 550 horse power. Cost $440.00

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Stall Speed

_DSC2996.JPG (145927 bytes) #MR-2. "  MegaRaptor-2 " This is our 10 1/2 inch Billet Converter with a Billet Clutch Apply Piston that will not flex. It has a very large carbon clutch with 40+ square inches of clutch lining. The torque multiplication rates can be ordered in 2 to 1, 2.5 to 1 or 3 to 1. The torque multiplication of this converter will deliver an increase of up to 50 horse power to the rear wheels. The MegaRaptor-2 with its carbon fiber clutch will withstand power levels of 1000 horse power. This 10 1/2 inch converter can be ordered with stall speeds of 2000 to 5500 RPM. Fits 700R4, 200-4R and early style 4L60E transmissions. Cost $795.00

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Stall Speed
Input Spline Count

 

 

 

 

 

 

 

 

 

MR-2L Converter Video, CLICK HERE

 

 

 

 

 

 

 

 

 

#MR-1. "  MegaRaptor-1 " Performance gains of 2/10 of a second in 60 feet and up to 3/4 of a second in the quarter mile have been reported. The torque multiplication rates can be ordered in 2 to 1, 2.5 to 1 or 3 to 1. The torque multiplication of this converter will deliver an increase of up to 50 horse power to the rear wheels. The MegaRaptor-1 with its carbon fiber clutch will withstand power levels of 700 horse power. This 10 inch converter can be ordered with stall speeds of 2000 to 5500 RPM. The Ultimate Top of the Line Single Clutch Lock-Up Converter. Fits 700R4, 200-4R and early style 4L60E transmissions. Cost $599.00

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Stall Speed
Input Spline Count

 

 

 

 

 

 

 

 

 

 

 

 

#5LX. This is a 10 inch lock-up converter for a LS1 type motor with a 4L60E / 4L65E transmission. Lower 60 foot times and improved quarter mile times, an average of 1/2 second reduction! The Ultimate Top of the Line Lock-Up Converter. Cost $620.00

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Stall Speed

 

 

 

 

 

 

 

 

 

 

_DSC2996.JPG (145927 bytes) #MR-2L. "  MegaRaptor-2L " This is our 10 1/2 inch Billet Converter with a Billet Clutch Apply Piston that will not flex. It has a very large carbon clutch with 40+ square inches of clutch lining. The torque multiplication rates can be ordered in 2 to 1, 2.5 to 1 or 3 to 1. The torque multiplication of this converter will deliver an increase of up to 50 horse power to the rear wheels. The MegaRaptor-2L with its carbon fiber clutch will withstand power levels of 1000 horse power. This 10 1/2 inch converter can be ordered with stall speeds of 2000 to 5500 RPM. Fits 4L60E, 4L65E and 4L70E transmissions, 1998 on with a LS1 type motor. Will not fit 2005 Corvette, Call. Cost $795.00

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Mega Raptor 4L60E Quadrolock Quadruple Disc Torque Converter

 6l80e_53.jpg (308305 bytes) 6l80e_155.jpg (381521 bytes) 6l80e_56.jpg (694755 bytes) 6l80e_54.jpg (518742 bytes) 6l80e_5858.jpg (189778 bytes)

#MR-3L. 4 Carbon Fiber Clutch Disc!  Here it is, the new Mega Raptor Quadrolock that has set the industry on its ear. This full billet torque converter has no expense spared. It all starts on the pump side. We have Furnace brazed the fins of this converter to keep fluid from cross leaking into neighboring fin channels. The Furnace brazing also increases the overall rigidity of the fins. We also go so far as TIG welding each individual Turbine fin on both sides. This alone contributes to over 1 hour of welding but offers unmatched fin rigidity. Having the pump side so incredibly rigid allows for no possibility of fins laying over or potential flexing during high torque situations. This ensures we lose absolutely no fluid velocity. The key to a torque converter not feeling muddy is to keep lots of velocity hitting the turbine side, we have provided a sturdy platform for that to occur. On the opposite side, the turbine side, the side that spins the input shaft we have continued with the same process. Both furnace brazing and TIG welding each individual fin. This LS type 4L60E Four Clutch Torque Converter has 130 square inches of high tech Carbon Fiber clutch lining! That's almost a square foot of Wide Open Throttle holding power, with no equal in a 10 1/2 inch three clutch torque converter. That's 42% larger than the closest three clutch competition. Fits 4L60E, 4L65E and 4L70E transmissions, 1998 on with a LS1 type motor. Cost $1199.00

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#2G. Three converter bolts to mount the converter to the flywheel. 10MM bolt with 15MM head. Fits above torque converters. Cost $5.00

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#80BLT. Three torque converter bolts for GM converters that take a 7/16" bolt. These bolts have 7/16 X 20 fine threads X 5/8 heads, grade 8 and 1 inch long. Fits 2 above torque converters. Cost $6.00

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#60BHB. 4L60E 1998 Up LS1 Type Bell Housing Bolts. Cost Each $6.75

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Torque Converter Installation Instructions

If you don't see the converter you need, we can build the converter you need.

All 200-4R transmissions have a 27 input shaft spline count. 1982, 1983 and some 1984 700R4 transmissions have a 27 spline count. Late 1984 and newer 700R4 / 4L60 and 4L60E transmissions have a 30 spline count. We must have the input shaft spline count when ordering a converter for a 200-4R, 700R4, 4L60 or 4L60E transmission. These converters will only fit motors with full size bell housings. We also need to know if you have a LS1 motor.

 

4L60E Transmissions Level 1 - "Stock Plus" Corvette Servo Level 2 - 700-E Raptor Junior Level 3 - 700-E Raptor Level 4 - 700-E Mega Raptor Level 5 -  4L60E Extreme Raptor
Torque Converter Stock #1, #2 or #2L #2 or #2L #MR-2 or #MR-2L #MR-2 or #MR-2L
Free Cooler, Deep Stock Pan or Shirt No Choice of One Choice of One Choice of One Choice of One
Free Freight No Up to $110.00 Up to $110.00 Up to $110.00 Up to $110.00
Stall Speeds 1600, 1800, 2000 1700, 2000, 2500 1200, 1400, 1600, 1800, 2000, 2300, 2600, 2800 2000 to 5500 2000 to 5500
Raptor Drive Package, recommended for over 450 torque. No Add $320.00 (LS1 $368.00) Add $320.00 (LS1 $368.00) Yes Smart Tech Input Drum with Billet Shaft, holds 9 clutches
Band Stock Alto Carbon Fiber with Thicker Hardened Anchors Alto Carbon Fiber with Thicker Hardened Anchors Alto Carbon Fiber with Thicker Hardened Anchors Alto Carbon Fiber with Thicker Hardened Anchors
Clutches Alto Brown 1993-1996, 1997 up High Energy Alto Brown 1993-1996, 1997 up High Energy 3 - 4 Clutch, 8 Red Eagle clutches with full thickness Kolene steels 3 - 4 Clutch, 8 Red Eagle clutches with full thickness Kolene steels 3 - 4 Clutch, 9 Red Eagle clutches with full thickness Kolene steels
3 - 4 Clutch Upgrade Replace 6 brown with 8 Red Eagle clutches and Kolene steels in the 3-4 clutch drum for only $69.00 Replace 6 brown with 8 Red Eagle clutches and Kolene steels in the 3-4 clutch drum for only $69.00 ------ ------ ------
Servos Corvette 35% and 50% Oversize 35% and 50% Oversize 35% and 50% Oversize 35% and 50% Oversize
Raptor Drive Package No Add $320.00 (LS1 $368.00) Add $320.00 (LS1 $368.00) Included on all Types Smart Tech Input Drum with Billet Input Shaft
Torque Master Package, recommended for over 450 torque. No Yes Yes No No
5 Pinion Planet Gears No No No Yes Yes + PATC "Power Gear" with 6 Pinions and 2.84 First Gear Ratio
Oversize Pressure Valve No Yes Yes Yes Yes
13 Vane Pump on Request 10 or 13 10 or 13 10 or 13 10 or 13 10 or 13
Billet Steel Pump Rotor No No Yes Yes Yes
Beast Reaction Shell No Yes Yes Raptor Drive Shell Smart Shell
Transgo performance valve body plate if needed. No Yes Yes Yes Yes
#37 Performance 1-2 Accumulator Spring  No No Yes Yes Yes
#38 Performance Pump Slide Spring No No Yes Yes Yes
#41 Servo Valve No No Yes Yes Yes
#19B Extra Wide Sun Gear Bushing No No Yes Yes Yes
#19CB Extra Wide Rear Stator Support Bushing No No Yes Yes Yes
29 Element Borg Watner Forward Sprag Yes Yes Yes Yes Yes
Code 1870 Fix Valve Yes Yes Yes Yes Yes
Core Charge Included Included Included Included Included
Comments - - - - Tow up to 4000 pounds in overdrive. Tow up to 6000 pounds in overdrive. - - - -  - - - - 
 Price
93-95 $1580.00, 96 Up non-LS1 $1695.00, 97 Up LS1 Type $1845.00
93-95 $1999.00, 96 Up non-LS1 $2099.00, 97 Up LS1 Type $2249.00
93-95 $2379.00, 96 Up non-LS1 $2429.00, 97 Up LS1 Type $2529.00
93-95 $3818.00, 96 Up non-LS1 $3868.00, 97 Up LS1 Type $3968.00
93-95 $5668.00, 96 Up non-LS1 $5718.00, 97 Up LS1 Type $5818.00
Quantity Discount
Buy two level 3, 4 or 5 transmissions and converters at the same time and receive $50.00 off on each.
Upgrades
2.84 to 1 Power Gear Upgrade $949.00 on Level 4, $1149.00 on Level 3, Five Pinion Planet Gears, Raptor Drive Package, Torque Master Package, Cast Aluminum Pans, Deep Chrome Pan, Powder Coating, Tail Housing with Mount, MegaRaptor, Bionic MegaRaptor, 2X or 5X Converter, Beast Reaction Shell, Wide Band, Speedometer Gears, Drain Plug, Hardened Output Shaft, Pinless Accumulator Pistons
Note
This chart doesn't apply to C5 Corvettes, see C5 above. We recommend your PCM be tuned by PATC on all 1993 up 4L60E performance transmissions for the following reason. All 1998 ups have a Torque Management System that picks up the higher stall speed and firmer shifts. When this happens the computer thinks there's a problem and turns the pressure down. Then it detects a slip and turns the pressure up too high and blows the end out of the clutch drum. This problem is corrected with the use of the Predator. The price doesn't include Camaro type 6 bolt tail housings or C4 Corvette tail housings.
Level 1 4L60E, 1993 - 1995
Qty
Have 4L60E Now ?
Horse Power ?
Need Speedo Parts ?
Stall Speed ?
Need Converter Upgrade ?
Shirt Size ? - Free
Delivery Type ?
Level 1 4L60E, 96 Up non-LS1
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Have 4L60E Now ?
Horse Power ?
Need Speedo Parts ?
Stall Speed ?
Need Converter Upgrade ?
Shirt Size ? - Free
Delivery Type ?
Level 1 4L60E, 97 Up LS1
Qty
Have 4L60E Now ?
Horse Power ?
Need Speedo Parts ?
Stall Speed ?
Need Converter Upgrade ?
Shirt Size ? - Free
Delivery Type ?

Transmission ratings are for non-supercharged systems using pump gasoline. Superchargers, Turbo Chargers, Nitrous, 4WD, Oversize Tires and Weight will lower these ratings.
Transmission Horse Power Rating Torque Rating Notes
4L60E Extreme Raptor 1000 800 Comes with Smart Tech Input Drum, Billet Input Shaft, Smart Shell, PATC Power Gear
700-E Mega Raptor 700 700 Comes with 5 Pinion OEM Planets, Torque Master option, Raptor Drive option
700-E Raptor 600 450 / 600 with Raptor Drive package Add torque converter and Raptor Drive upgrades if needed.
700-E Raptor Junior 500 400 / 500 with Raptor Drive package Add torque converter and Raptor Drive upgrades if needed.
Stock +, 4L60E 350 300 Add torque converter upgrade if needed.

Superior Shift Correction Packages

Even after a complete rebuild, internal leaks and normal case wear can effect a transmission's lube flow and operating pressure, changing the original calibrations and drastically reducing overall performance and longevity.  In addition, flaws and oversights in the manufacturer's initial design do not usually show up until a particular transmission model has been on the road for a few years. 

Superior Transmission Parts' Shift Correction Packages are designed and engineered to compensate for transmission wear and to address OEM design oversights.  Utilizing a combination of recalibrated springs, redesigned valves and field tested fixes, Shift Correction Packages can help clean up most common shifting problems and improve overall performance by working to bring the unit back to and beyond original factory specifications. 

#K4L60-E-V. Fits 1993-1997 4L60E transmissions, with steel valve. Cost $46.00 

This valve body kit deals with these problems:

  • Bind up in reverse

  • Low and reverse clutch burn up

  • Delayed engagement in forward and reverse

  • Slide in 2nd

  • 3-4 clutch burn up

  • More lube oil

  • Clutch and band failure

  • Code 1870/converter burn-up

  • New .474 boost valve included to replace
    worn OE valve.

  1. This Shift Correction Package offers regular and heavy duty applications in one package.

  2. The Superior 4L60-E kit helps prevent premature wear of the forward sprag.

  3. Improves overall performance and shift quality.

  4. Converts lock-up to an on/off system to help stop the TCC slippage code. 

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#K4L60E-L. Fits 4L60E transmissions 1998 up. Cost $46.00 

This valve body kit deals with these problems:

  • Code 1870

  • Delayed engagements

  • Slide bump 2nd & 3rd

  • 3-4 clutch burn-up

  • Help for worn plates

  • Provides more lube oil

  • Regular and Heavy duty applications

  • Improves overall transmission performance

  1. Includes PWM Power valve to correct code 1870 problems and still maintain normal computer strategy of the converter.

  2. Includes oversized check balls to give new life to the original worn separator plate.

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Transmission and Speedometer Gear Order Line 1-888-8771008
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Performance Automotive and Transmission Center

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PATC - Speed Shop

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Transmission Ratios 1st Gear 2nd Gear 3rd Gear 4th Gear OD
Turbo 350 2.52 1.52 1 N/A
Turbo 400 2.48 1.48 1 N/A
200- 4R 2.74 1.57 1 0.67
700R4 / 4L60 / 4L60E 3.06 1.63 1 0.7
4L80E 2.48 1.48 1 0.75
Correct Tire Size for Rear End Ratio
29 Inch Tall Tire 3.73 to 1 or Lower
31 Inch Tall Tire 4.10 to 1 or Lower
33 Inch Tall Tire 4.56 to 1 or Lower

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