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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.

1.     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.     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.     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 29.258 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.     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.

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, pump seal retainer, code 1870 fix valve, all new electronics, 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.

                                 

* See part #20X below.

Buy a 700-E Raptor, 700-E Raptor Junior or 700-E Mega Raptor transmission and torque converter anytime during 2012 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 !

Every Transmission Tested on the PATC Dyno. Main Torque Converter Page Click Here.

Level 4

Level 2

" 700-E Raptor Junior "

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.

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.

Most of the parts found in our 700R4 and 4L60E Raptor transmissions are better than or equal to the Factory's best 4L65E transmissions.

√ #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.)

Qty 345678910 Qty 12   Distributor of the Year for 2006

#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 Qty 12345

#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 Qty 12345

700R4 / 4L60E Animated Servo Operation, Click Here

#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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√ #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 Qty 1 2 3 4 5

#5PR. 700R4 / 4L60E / 200-4R Pump Ring Set (2). Cost $6.00 Qty 12345678910

#5-10V. 700R4 / 4L60E 10 vane pump kit. Transmission must be removed to install this kit. Cost $33.00 Qty 12345678910

#5V. Pump vanes $0.69 cents each.

#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. 1993 - 1994 NON-PWM Qty 1 2 3 4 5 1995 Up PWM - without 300mm Stator Support Qty 1 2 3 4 5 1998 Up LS Type with 300MM Stator Support Qty 1 2 3 4 5 2006 Up LS Type with Input Speed Sensor Qty 1 2 3 4 5

" The Indestructible " #13BR. 700R4 / 4L60E / 200-4R 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 $175.00 Qty 1 2 3 4 5

√ #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 Qty 12345

#5VT.  Vent tube for 4L60E / 700R4 / 200-4R transmissions. Cost $8.00 Qty 12345

#6S. Like new 4L60E / 700R4 Remanufactured Input Sprag Assemblies. Cost $60.00 Qty 12345

√ #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 

#6SR. 700R4 / 4L60E, low / reverse spring and roller. Fits 1987 up transmissions. Cost $18.00 Qty 12345

#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 Qty 12345

4L60E Lokar Flexible Firewall Mount Braided
Stainless Transmission Dipsticks

#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 Qty 123

#55T. Thermostat for the above cooler. Automatic Controller for Remote Cooler, 6AN Ports, Can Attach Directly to Cooler Core or Place Inline, Activates Fan at80 Degrees. Cost $32.00 Qty 12345

#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 Qty 12345

Transmission Life Expectancy Chart

#10X. Wiring harness to convert from a 4L60E transmission to a 4L80E transmission. 1998 up LS1 type only. Cost $225.00 Qty 12345 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.

#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. Cost $112.00 Qty 12345

#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. Qty 12345

#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. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) This crossmember isn't the same as #10C. Cost $330.00 Qty 123

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

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#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 $1146.00

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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 Qty 12345

Attention C4 Corvette Owners

Attention C4 Corvette Owners

C4 Corvette 700R4 / 4L60E to 4L80E Conversion Kit

1984 to 1996 Corvette 4L80E Conversion Kit

Convert your C4 Corvette from a 700R4 / 4L60E to a much stronger 4L80E transmission. You get the Bionic 80 4L80E transmission (96 back) and the #80B lock-up billet torque converter rated at 800 horse power, 700R4 /4L60E to 4L80E conversion output shaft and tail housing, 4L80E cast aluminum dust cover, dipstick and tube, PATC T-shirt and the Compushift electronic control module. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline drive shaft and C-beam. This conversion kit is rated at 800 horse power. Each and every performance 4L80E transmission is tested in our test truck. The freight will run from free to $140.00 after freight discount in most cases. Option 1 Cost $5078.00

    Add both the billet Vacumelt Input Shaft and the billet Hard Forward Clutch Hub to option 1 for a 1000 horse power rating. Option 2 Cost $5647.00

  Replace the #80B full size billet torque converter with the #88 billet 10 inch lock-up torque converter for a faster hole shot. This option 3 conversion kit is rated at 1000 horse power also. Option 3 Cost $6053.00

Full manual shift 4L80E transmissions are also available rated at 1200 horse power. Add $150.00 to the conversion kits for a 1997 up 7 bolt bell housing.

Hummer H3, Colorado / Canyon

We have several new 2010  2WD and 4WD 4L60E transmissions that have never been installed. These are new units with a new torque converter not rebuilt. They fit the five cylinder L5 motor either 3.5L or 3.7L. They have been upgraded to our level 3 700-E Raptor transmissions. Some of the upgrades are a Superior intermediate servo that is 35% larger than stock, Superior overdrive servo that is 50% larger than stock, Sonnax larger diameter pressure boost valve that will yield a 10 to 15% higher line pressure, Alto Carbonite Band with thicker hardened anchors that holds in second and overdrive, and an Alto Red Eagle 3-4 Power Pack with eight clutches and full thickness Kolene steels. These are the newer type 4L60E transmissions with a input speed sensor. You can tell if you have an input speed sensor by the blue color of the case connector, see picture. Cost $1899.00 with free freight up to $150.00. You wont see this Christmas special again, when they're gone they're gone.

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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 Qty 123 Late Common Rail Cummins Adapter to GM Qty 123 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.   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. #BT700. This is a Cummins 4BT / 6BT adapter plate to install a GM transmission such as a 700R4 on a Cummins wave ring. Pictured with the wave ring. What you are buying is the flat adapter plate. Make sure you have the correct space between the adapter plate and the torque converter, usually about 1/8 inch. If for some reason you don't we can build short torque converters. Cost $75.00 Qty 1 2 3 4 5    Other Cummins Adapters

#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 Qty 1 2 3 4 5

#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 Qty 123

√ #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 Qty 1234 5 or more Qty 567891011121314151617181920
		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 Qty 12345 Anchor Length Standard LengthLong Length - .061" longer

#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.

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

#11A. 700R4 / 4L60E new after market band drum. These look better than the OEM drum. Cost $75.00 Qty 12345

#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 Qty 1 2 3 4 5

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

#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 Qty 12345 Green High Energy Clutches Qty 12345 Red Eagle Clutches Qty 12345

#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 Qty 1 2 3 4 5

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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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#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 Qty 12345 #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 Qty 12345

#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 $30.00 for 1993 - 2003. Qty 12345

#F2.	4L60E Shallow Pan 1993 Up. Cost $12.00	Qty 12345
#F3.	4L60E Deep Pan, Trucks & Vans 1997-2003. Cost $16.00	Qty 12345
#F4.	4L60E Corvette 1997 Up. Cost $21.00	Qty 12345

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.

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 !

#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 $265.00. SAVE $30.00 HERE !, 10.2% OFF

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Stall Speed 12001400160018002000230026002800

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.

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 !

#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 $265.00. SAVE $30.00 HERE !, 10.2% OFF

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Stall Speed 12001400160018002000230026002800

#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

#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 $155.00. SAVE $20.00 HERE !, 11.4% OFF

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Stall Speed 170020002200 / 2500

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.

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 $589.00 on the 1997 up.

1993 - 1996 Qty 1 2 3 4 5 Year 1993 1994 1995 1996

1997 - 2002 Qty 1 2 3 4 5 Year 1997 1998 1999 2000 2001 2002

2003 - 2008 Qty 1 2 3 4 5 Year 2003 2004 2005 2006 2007 2008

                                 

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.

#1. with kit $131.25 Qty 12 Stall 170020002200-2500	#2. with kit $221.25 Qty 12 Stall 280026002300200018001200	#2L. with kit $255.00 Qty 1 2 3 4 5 Stall Speed 1800 2000 2300 2600 2800 Other	#2X. with kit $299.25 Qty 12345 Stall 280026002300200018001200	#5X. with kit $438.75 Qty 12 Stall Speed 2000260028003000320035004000Other Input Spline Type Non-LS1LS1
#MR-1. with kit $449.25 Qty 1 Stall Speed 2200240026002800300032003500Other Input Spline Type Non LS1	#5LX. with kit $465.00 Qty 12345 Stall Speed 220024002600280030003200350038004000Other, call me		#MR-2. with kit $596.25 Qty 1 2 3 4 Stall Speed 2200 2400 2600 2800 3000 3200 3500 Other	#MR-2L. with kit $596.25 Qty 1 2 3 4 Stall Speed 2200 2400 2600 2800 3000 3200 3500 Other

" 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 Qty 1 2 3 4 5 Year 1993 1994 1995 1996

1997 - 2002 Qty 1 2 3 4 5 Year 1997 1998 1999 2000 2001 2002

2003 - 2008 Qty 1 2 3 4 5 Year 2003 2004 2005 2006 2007 2008

                                             

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 #589 or #803 kit to get these torque converter prices.

#2. with kit $221.25 Qty 12 Stall 280026002300200018001200	#2X. with kit $299.25 Qty 12345 Stall 280026002300200018001200	#2L. with kit $255.00 Qty 1 2 3 4 5 Stall Speed 1800 2000 2300 2600 2800 Other	#5X. with kit $438.75 Qty 12 Stall Speed 2000260028003000320035004000Other Input Spline Type Non-LS1LS1	#2L-11. with kit $330.00 Qty 1 2 3 4 5 Stall Speed 2600 2800 3000 3200
#MR-1. with kit $449.25 Qty 1 Stall Speed 2200240026002800300032003500Other Input Spline Type Non LS1	#5LX. with kit $465.00 Qty 12345 Stall Speed 220024002600280030003200350038004000Other, call me		#MR-2. with kit $596.25 Qty 1 2 3 4 Stall Speed 2200 2400 2600 2800 3000 3200 3500 Other	#MR-2L. with kit $596.25 Qty 1 2 3 4 Stall Speed 2200 2400 2600 2800 3000 3200 3500 Other

#14-X32. Z Pack. 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  

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

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√ #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

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

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

#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 Qty 1 2 3 4 5

#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 Qty 1 2 3 4 5

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

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#16C5. Deep cast aluminum pan for a 1997 up C5 Corvette. Holds 4 extra quarts. Cost $225.00 Qty 12

#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. (Not sheet metal, not chrome. This has to be the best deal on the planet, the US version of this pan sells for $275.00) Cost $89.00 Qty 1 2 3 4 5

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 Qty 12345

#61PB. 700R4, 4L60E, 200-4R pan bolts. 8MM X 1.25MM, 13MM head. Not for cast aluminum pans. Cost $0.79 cents each.

#SPM. Small Pan Magnet. Works on steel pans only. Measures about 1" x 1" x 1/4". Transmission pan magnets are designed to magnetically attract and hold the millions of steel particles that are circulating in your transmission oil. These particles are too small to be stopped by the internal filter. Just snap one of these high-powered transmission magnets onto the bottom of your steel transmission pan. They immediately begin cleaning your transmission fluid without restricting fluid flow. Cost $1.30 Qty 1 2 3 4 5 6 7 8 9 10

#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 Qty 12345678910

#16CLF. 4L60E 1997 up cooling line fittings. Cost $5.00 Qty 1 2 3 4 5

#17. 4L60E heavy duty reaction shell (1998 up new GM 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 8 years) Cost $56.00

Smart Shell

#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. For light vehicles under 3200 pounds with 3.73 and lower gear ratios. 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 Qty 12345 Type #18B.#18C.

#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 Qty 12345

		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 Qty 12345 #18E, 700R4 Reamer Qty 12 #18F, 4L60E Valve Qty 12345 #18G, 4L60E Reamer Qty 12

Additional Sonnax Transmission Parts

#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 Qty 1 2 3 4 5

√ #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. 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 $240.00

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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 "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 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. 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 5-18-2009. 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.

Update 6-3-2009: Three more reports have come in with 3/10 of a second or more off of their E. T..

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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3 Gear Set Qty 1 2 3 4 5

           

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#19SG. New 700R4 / 4L60E Rear Sun Gear. 4 or more Cost $28.00, Cost $ 32.00 Qty 123 Qty 45678910

√ #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 Qty 12345678910

#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 Qty 1 2 3 4 5 6 7 8 9 10

√ #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 Qty 12345

#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 Qty 12345

#19H. 700R4 / 4L60E Rear Hub. Cost $40.00 Qty 12345

#19RG. 700R4 / 4L60E Rear Ring Gear. Cost $22.00 Qty 12345678910

#19FP. 700R4 / 4L60F Rebuilt Front Planet Gear. Cost $60.00 Qty 12345678910

#19FSG. 700R4 / 4L60E, Front sun gear. Cost $18.00 Qty 12345678910

#19FRG. Used Perfect Condition 700R4 / 4L60E Front Ring Gear. Cost $16.00 Qty 1 2 3 4 5

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 Qty 1 2 3 4 5

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700R4 / 4L60E,

Thrust Washer Kit $8.00

Thrust Bearing Kit $26.00

Bushing Kit $24.00

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#65TB. 4L65E / 4L70E Thrust Bearing Kit. This thrust bearing kit has 7 bearings. Cost $36.00 Qty 1 2 3 4 5

#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 Qty 12345

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#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. Cost $16.00 Qty 12345 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 Qty 1 2 3 4 5 Late 05 Up 4L60E-LB2 Cost $29.00 Qty 1 2 3 4 5

#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 Qty 1 2 3 4 5

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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 Qty 12345 • Drop-in-replacement valve • Extends life of the forward clutch and input sprag • Ideal for electrically downshifted units with aftermarket paddle shifters

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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. 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.) Valve Cost $49.00, Tool Cost $185.00
	AFL Valve Kit Qty 12345		Tool  for AFL Valve Qty 12345

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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 Qty 12345

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. Cost $125.00 Qty 12345 #77754-04K, valve for 1993 up including EC3 units. Cost $46.00 Qty 12345

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#1870V. 4L60E Code 1870 Fix. This will stop code 1870 dead in it's tracks. 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 93 to 00 Qty 1 2 3 4 5 01 Up Qty 1 2 3 4 5

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#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 Qty 12345678910

√ #32. 4L60E / 4L65E Wake Up Kit, 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

     

1993 - 2004 4L60E Wake-Up Kit Qty 1 2 3 4 5

2005 Up 4L60E Wake-Up Kit Qty 1 2 3 4 5

Combo Performance Master Kits - Save Money Here

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"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 Qty 1 2 3 4 5 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.

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

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√ #32VBP. Transgo performance valve body plate. Cost $25.00 Qty 12345 Type #32VBP-A.#32VBP-B.#32VBP-C.#32VBP-D.#32VBP-E.

#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).

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#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 Qty 12345

#33C. PATC Silk Screen Shirts. Cost $12.00 Qty 1 2 3 4 5 Shirt Size M L XL XXL XXXL

#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 today's high horsepower engines. The 4mm thick center-plate provides a solid foundation for these new designs. Cost $169.00 Qty 12345

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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 Qty 1 2 3 4 5

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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. #1. Qty 12345 #2. Qty 12345 #3. Qty 12345 #4. Qty 12345 #5. Qty 12345 #6. Qty 12345 #7. Qty 12345

√ #37X. 700R4 heavy 1-2 accumulator spring for super firm 1-2 shifts. (Brown) Cost $8.00 Qty 12345

√ #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 Qty 12345

√ #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 Qty 12345

#37P. 700R4 / 4L60E 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. (takes 2) Cost $14.00 Qty 12345

#37XP. 4L60E / 4L65E 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. Cost $10.00 Qty 12345

#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 Qty 1 2 3 4 5

#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 Qty 12345678910

#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 Qty 12345678910

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

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#39DVD. 4L60E Rebuild DVD (2 hours). Cost $34.00 Qty 12345 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!

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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. Qty 12345 (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.)

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#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 Qty 1 2 3 4 5

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#39SS. 4L60E / 700R4 Stator Shaft Teflon Seal Installer / Resizer. Cost $172.00 Qty 123

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#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. Cost $99.00 Qty 12345

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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 Qty 12345

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#39XXX. GM Pump Puller. Cost $90.00 Qty 12345

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#91. Table Mounted Spring Compressor. Cost $149.00 Qty 1 2 3 4 5

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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 Qty 123

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#91-700R4. 20 piece 700R4 / 4L60E bushing driver set. (OUT OF STOCK) Cost $359.00 Qty 12345

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#91CB. Case Bushing Driver for 250, 250C, 350, 350C, 700-R4, 4L60 & 4L60E. Cost $36.00 Qty 12345

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#1528 700R4, 4L60E Forward Clutch Inner Lip Seal Installer / Protector Tool (on left). Cost $42.00 Qty 12345 #1527 700R4, 4L60E Overrun Clutch Inner Lip Seal Installer / Protector Tool (on right). Cost $42.00 Qty 12345

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Bench Buddy #BB. 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 Qty 1 2 3 Improves the surface finish of a bore by up to 50% Restore smooth valve operation in seconds Services bores from 1/4" to 1"

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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 Qty 12345

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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 $60.00 Qty 12345

Every Transmission Builders Dream Tool *This will work on 99% of the transmissions out there*

We are proud to present you with the next best thing since sliced bread, The Transmission Buddy. This new state of the art transmission spring compressor is designed to work on 99% of the transmissions out there. Matter of fact we have YET to find one that it did not work on. With it's interchangeable arms you can quickly change from drum to drum with little effort. This press also comes with a convenient foot press for easy hands free operation. These components are made with the highest quality steel and components designed for years of heavy use at any shop. It's the only tool you will ever need. Cost $575.00 Qty 12345

#10M. Extreme Duty Energy Suspension Polyurethane transmission mount for the 4L60E to 4L80E swap (4WD). Fits most GM full size 4WD. Cost $62.00 Qty 12345

#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 Qty 123456

#40LT1. Camaro / Firebird Poly Torque Arm Bushing. Fits 1993 to 2001 automatics with LT1 and LS1. Cost $25.00 Qty 1 2 3 4 5

#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 Qty 12345

√ #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. Qty 12345 (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 $29.00 Qty 12345

#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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Raptor

#45. 700R4 / Early 4L60E 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.

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

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Extreme Duty Hardened Reaction Shell and Bearing.

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

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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.

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

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. 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. Comes with the Sonnax Input Drum Support Ring installed. 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.

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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 Qty 12345 Piston Qty 12345

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

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 Qty 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

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 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. 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.

#STS1. 4L60E Billet Heat Treated Input Shaft for LS1 Type Transmissions. Cost $549.00 Qty 1 2 3 4 5 * 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
#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 $549.00 Qty 1 2 3 4 5
#STS3. 4L65E Hardened Input Shaft for LS1 Type Transmissions. Hardened with a special double hardening process. Made from new OEM 4L65E input shafts. Cost $149.00 Qty 1 2 3 4 5 #STS4. 4L65E Input Shaft for LS1 Type Transmissions. These are new OEM 4L65E input shafts. Cost $99.00 Qty 12345

#45-1. 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 Qty 12345678910 25 kits for $40.00 each. 50 kits for $35.00 each. 100 kits for $30.00 each.

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This part has been replaced by the Smart Shell #77749-02K. #45-2. Short Inner Race and new Torrington Bearing for the above Sonnax Input Drum Support Ring kit. Cost $66.00 Qty 12345678910

#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 Qty 12345

4L70E Hardened Input Drum

• All new High Strength shaft and drum assembly • 57% harder than standard OE shaft • Reinforced input drum and Beast shell #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. 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 Qty 1 2 3 4 5

#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 Qty 123456789101112131415