Welcome to the PATC Transmission MegaSite, We Ship
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 zero-flex of the 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.
This transmission is able to handle extreme horse power, higher than any other
700R4 / 4L60E transmission ever built before.
new GM 6 speed transmissions are an absolute engineering marvel. With
over 400 Parameters for transmission logic it's a very complicated
transmission by design, however mechanically it's very durable and
stronger than its 4 speed brothers when tuned correctly. We offer
complete dyno proven transmission tuning logic options to bring the
new 6 speed transmission to life. Our tuning is designed to work with
our components or factory components as well. With over 15 years of
tuning experience we offer the complete package for any vehicle. There
are tremendous drivability and performance benefits to be gained by
simply tuning just the transmission control module of the new GM 6
speeds. However in saying this, there are also a ton of mistakes to
make as well. Our logic module was designed in close relationship with
the engineers and design team to bring the most reliable 6 speed
algorithms' on the market. With careful consideration to, friction
coefficients, apply / release timing, and extensive thermograph
testing, we took a scientific approach when tackling the new 6-speeds.
Call Blake at 1-888-2012066 for pricing and questions. Fill in the
shopping cart to the right and we will call you for details.
6L80E Custom Tuning
Over 4,000 people visit one of our 21 websites everyday .
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address to send you an invoice.
You have five days from the day you receive
your parts order to report missing or wrong parts.
Smart-Tech Input Housing Kit
Part No. 77733-06K
Teflon Impregnated Rear
Stator Support Bushing
Modified Input Housing
Input Drum Reinforcement
3-4 Clutch Apply Plate
3-4 Clutch Return
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.
Tech Input Housing Kit
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
Flexing / bowing of the 3-4 backing plate
Limited 3-4 clutch torque capacity
Repeated 3-4 snap ring blow-out
Input housing breakage near the input shaft spline.
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.
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.
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.
#STS1. 4L60E Billet Heat Treated Input Shaft for LS1 Type
Transmissions. Cost $549.00
1998 to 2002 LS1 equipped Camaro and Firebird
* 1999 to 2005 Gen III engine
equipped V8 trucks including all 4L65E transmissions
* 2005 C6 Corvette
#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.
#STS4. 4L65E Input
Shaft for LS1 Type Transmissions. These are new OEM 4L65E input
shafts. The factory 4L65E shaft is electrostatic hardened from the
factory and offers a great upgrade over factory. We rate these
shaft's up to 480ft lbs of torque. Cost $59.00
Hardened Input Shaft for LS1 Type Transmissions. We take the stock
hardened 4L65E shaft then have a heat treating process performed
to improve rigidity and strength. These are much more rigid than
the factory 4L65E shafts. We rate these double hardened factory
shafts up to 580 ft lbs of torque! Made from new OEM 4L60E input
shafts. Cost $89.00
48RE 4WD Overdrive Replacement Housing
#48REODH. The factory
overdrive housing on late model dodge 48RE transmissions are known for
cracking and twisting. Dodge has decided to no longer offer these
units making them almost impossible to obtain with out the purchase of
a whole new core. Even when purchasing a "Used Core" it
is often found that the core is also sporting a nice crack in the
housing itself. These are new housings that finally solve your dilemma.
We highly recommend using the optional transfer case support mount
listed below to help maintain the structural integrity of this
replacement part to keep continued failures from reoccurring. There's
a limited supply of used housings, and they will be off the market
soon. Cost $359.00
Sonnax Dodge 16%
Oversize Intermediate Super Servo, Cover and Pin.
Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and
47RH. New eight sealing ring design for a super seal. The overall result is more
holding force in 2nd, firmer 1-2 and 2-3 shifts that become
firmer under load.
16% More Holding Power
Firmer 1-2 Shift
More Positive 2-3 Shift
Perfect for Heavy-Duty and
Eight Sealing Rings
Redesigned Derale Pan Cooler
/ 4R100 / 5R110 / 5R110W
Deep, 3 5/8" to Tubes
5 1/5 Quarts
over on 727
2 1/8 Quarts
over on 48RE
Derale #14210, 518 / 618 / 46RE / 47RE / 48RE / 727 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 from 2 1/8 to 5 1/2 quarts. This pan has
a drain plug and is 4 1/2 inches deep. The pan gasket is included.
"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
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.
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.
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.
6-3-2009: Three more reports have come in with 3/10 of a second or
more off of their E. T..
gear was built for the 1982 on GM 700R4 family of transmissions
only, that includes the 700R4, 4L60, 4L60E, 4L65E and 4L70E model
numbers. For drag racing purposes the 700R4 has too large of a gear
ratio spread between first gear and second gear resulting in too
large of a RPM drop between gears resulting in a large torque drop
(loss). With the new 2.84 gear (1st gear ratio) there is
approximately 500 less of a RPM drop on the first to second full
throttle shift depending on the RPM of the 1-2 shift point. This
gear change also results in a 4% less RPM drop upon the second
(intermediate gear) to third (direct drive, 1 to 1 ratio) shift.
purpose of this gear is keep the torque at a higher point on the
torque curve when shifted to second gear from first gear resulting
in a faster elapsed time in a quarter mile. The front planet gear
controls the gear ratios of first and second gear. The 2.84 to 1
gear ratio in first is accomplished by using a larger diameter sun
gear and a smaller diameter pinion gears. At the same time the
pinion gear carrier and the sun gear are made from a higher grade
steel to handle motors with higher horse power and torque levels. In
addition one or two additional pinion gears are added (total of six)
to spread the load (torque) over a larger area and to accommodate
more pinion gear needle bearings. (The OEM stock front planet gear
set has 4 or 5 pinion gears.)
testing it was found to result in at least a 3/10 second improvement
in elapsed time in two wheel drive cars and at least a 2/10 second
improvement in elapsed time in all wheel drive cars. As an added
bonus the 2.84 first gear ratio has less tire spin than the 3.06
original equipment first gear ratio making 2WD cars faster on take
off. For the purposes of the 700R4 transmission the 2.84 gears set
would be called the close ratio gear set and the 3.06 original
equipment first gear ratio would be the wide ratio gear set. A wide
ratio gear set would be better for towing and a close ratio gear set
would be better for racing. There are other transmissions with 2.84
first gear ratios or six pinion gears but not for the 700R4 family
to 2nd Ratio Drop
/ 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.
PATC is on the
cutting edge of performance rear wheel drive American transmission development.
We work with different manufacturers in the development of stronger parts. We
have the most complete inventory of performance transmission parts for Ford, GM
and Dodge than you'll find anywhere else. Using these parts we have developed
performance / heavy duty transmissions in many different levels and types. This
is why three to four thousand people visit one of our twenty performance
transmission websites everyday, making PATC the number one performance
transmission destination on the Internet. These websites are updated sixteen
hours per day seven days a week. We don't just sell transmissions and parts, we
test them in our test vehicles on the street and at the drag strip. We have the
hard to find performance transmission parts all in one place and in stock. We
sell the total package, not something that will cost more in the long run or
cost more after you buy everything you need one part at a time. Our customers
know if we don't have what they need we know who does. On this Website you will
find many performance / heavy duty automatic transmission parts the others don't
Every Transmission Tested on the PATC Dyno.
Main Torque Converter Page