Transmission Parts Transmission Parts

Transmission Parts Transmission Parts

Transmission Parts Transmission Parts

New PATC Products

 

 

 

 

 

 

 

Performance Transmissions and Parts

www.TransmissionCenter.net
Parts Toll Free 1-888-2012066
Transmissions Toll Free 1-888-2012066
Speedometer Gears 1-888-8771008

This is only a sample of the transmission parts added weekly.

6x Six-Speed GM 4L80E Automatic Transmission

6 Speed - Performance 4L80E Transmission - Level 2

 

 

 

 

Dream no more . . . . .

For years, the 4L80E transmission has been the 4 speed  transmission of choice when you are either towing heavy loads, or beating up the roads with a high horsepower daily driven beast. The power handling capacity of the 4L80 is legendary, no disputing that. What could possibly make it better? Let's take a look at a couple of the specifications of the 4L80E. While being a workhorse of a unit, we commonly use this transmission in half ton truck conversions with superchargers or turbos when the 4L60E just can't handle the power. When converting to the 4L80E from a 4L60E, one of the first noticeable differences is the gear ratios. The 4L60E come with a 3.06 1st gear, 1.63 2nd gear, 1.00 3rd gear, and an overdrive of .70. The 4L80E, being nothing more than an overdrive Turbo 400, is carrying the same ratio as the 400 but with an overdrive. 1st gear is a 2.48, 2nd gear is 1.48, and of course 3rd is 1 to1, with 4th being .75. We will often change the planets out of the 4L80E to a 2.97 or 2.75 1st gear with a 2nd of 1.57 to make up for the loss of torque multiplication lost from the 4L60E in a big heavy truck. This of course is not needed once you reach a certain threshold of torque with the vehicle.

Room for Improvement . . . 

In our industry nothing can be left alone, we're always searching for a competitive edge or a way of improving upon an already great design. Are you ready? We did it again. Two things about the 4L80E we wished we could always improve is the ability to have engine braking and a tighter ratio set. These two combined really make the 4L80E sing. Engine braking is useful in both Towing (when engine braking coasting down a mountain or steep incline) and in road racing. With the tighter ratio set you have the ability to use an engine that has a narrow torque curve. Example 1 would be the conversion we have to go behind a 6BT Cummings. Adding a tighter gear ratio set allows us to keep the vehicle constantly in the fat part of the torque curve and boost. When upgrading the planet to a different gear ratio such as the 2.97 you suddenly can use a different rear gear (3.23 or 3.08) because you have a ton of torque multiplication in 1st. Look at the two examples below:

Gear Ratio 1st Rear Gear Ratio  Converter Torque Multiplication Math Total torque multiplier
2.48 3.73 2.0 (2.48 + 3.73) x 2.00 = 12.42
2.98 3.55 2.0 (2.97 + 3.55) x 2.00 = 13.04

If you look at the example above what you will see is that we have simply changed the gearing of the transmission in 1st gear on a stock 4L80E. When we increased the 1st gear ratio that allowed us to use a taller rear gear ratio achieving a better overall torque multiplication for taking off not only in 1st but the rest of the gears as well. The taller rear gear in the axle now gives us much better highway fuel economy being that we will now be turning less RPM's at highway speeds. So now you not only have better take off torque but better fuel economy as well.

The Recovery Blues

The elephant in the room when doing this conversion in changing to a taller 1st gear has always been the dreaded recovery from 1st to 2nd. Recovery is described as the entry RPM when changing from one gear to another. Lets observe a vehicle with this change and look at RPM using a 30 inch tire, 3.73 rear gear with aftermarket and stock planet sets. See example below:

gear Ratio (Stock) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire Gear Ratio (After Market) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire
1st 2.48 5,000   1st 2.98 5,000  
2nd 1.48 2,968 2,032 2nd 1.57 2,558 2,442
3rd 1.00 3,175 1,825 3rd 1.00 3,100 1,900

In the example above you will notice that there's a greater RPM drop with the aftermarket planet (2.98 first & 1.57 second) from 1st to 2nd and again 2nd to 3rd. This greater RPM drop would cause the engine to drop to a point in some cases where it's not at a desired RPM. For instance with a naturally aspirated engine with a camshaft cut on a tighter lobe separation angle you might not have a lot of port velocity there. So even though the gear ratio is numerically greater it could be potentially be slower due to the lug at the beginning of 2nd and 3rd. In a towing application you would want to be at a fatter part of the torque curve to keep the engine happy. So this conversion has always been somewhat of a double edged sword, with the exception being a positive displacement supercharger in conjunction with a large cubic inch engine that's making tons of torque everywhere. 

If it was only that simple . . . . 

So it seems the simple solution is to create a way to give you a lower 1st and 2nd gear but have less RPM drop between gears. Doing this would simply mean that you could have the best of both worlds. This however isn't as simple as it sounds. It was obvious that if you wanted to get more gears out of the 4 speed transmission you would have to find a way to overdrive the first two gears. This isn't easy when you a dealing with a valve body that is only designed to accommodate a certain volume and pressure, trying to add another circuit could cause all sorts of issues with fluid dynamics. We want even mention the electronic and logic control obstacles with trying to figure timing and shift control issues. Other companies doing this were trying to modify the existing valve body. Doing this proved to be complicated and unpredictable. We also have seen issues with fluid cross leaks, after all you're relying on somebody in China looking at used valve bodies and modifying them.

A Clean Slate.

Back to the ole drawing board. A saying that is as true in this case as any. It became pretty obvious that modifying the factory valve body to get six speeds is a loosing option. These valve bodies often are plagued with failures due to fact that the valve bodies are not performing their intended usage. When the opportunity came to start with a clean slate we knew it would work, as it was engineered to work. That is exactly what we have now, a brand new valve body, not a modified reman unit, that functions exactly it was intended. This new slate also allowed the opportunity to add the addition of engine braking knowing this would make a perfect marriage for the diesel market. This feature is also handy for wrapping heads sideways on a Sunday morning cruise in the big block, blipping every gear down as we pull up to the red light. So now we have a brand new valve body, designed for six speeds, designed for engine braking. 

A Perfect Marriage

So now we have the most reliable 4-speed platform General Motors has ever produced, with the addition of 2 extra gear and engine braking. We fell in love all over again. The transmission while proving to be responsive, finds itself putting the engine in the sweet spot shift after shift. What normally felt like a peaky car or a dyno queen suddenly finds itself lounging around in gobs of torque. This torque is what is the seat of the pants thrill we all seek. The TCM-2000 that is used with this is also available with paddle shifters, Shift indicator, and even and electronic push button shifter for a fabulous custom look. If you would like you also have the ability to not change the planets and leave the stock planet set in making it the a 5-speed. Let us look at a table again with the ratio's between 5 and 6 speed.

The PCS 6 speed valve body enables the 4L80E to operate as a 5-speed or 6 speed and provides electronically controlled engine braking. This process of engineering the 6-speed 4L80E began by carefully studying the fluid flow dynamics of the stock 4L80E. This engineering feat resulted a factory shift in every gear. When we evaluate the gear ratio steps using the stock planet and the new valve body it becomes apparent that the step from 4th to 5th of 1.11 may not be a large enough ratio change for most applications. However, using the valve body as a 5-speed (skipping the 1.11 ratio) creates more balanced gear steps and better drivability.

In situations where the gear ratio set can be changed, PATC offers a gear set that results in optimum gear ratio steps for most 6-speed applications. When we combine with the optimum gear ratio set , this new 6-speed transmission maintains the engine in its most efficient operating range, thus improving performance and fuel efficiency. The shift quality is also improved by reducing the engine RPM drop during the shift.

With the addition of the extra solenoid for engine braking, we can also enable mode switches such as tow haul, a greatly increase the performance and driving experience when used with the paddle shifters to downshift. This new valve body, not a remanufactured one, contains all new solenoids, plates, Gaskets, and internal harness.

This Six Speed 4L80E transmission has automatic shifts and a heavy duty / performance lock-up torque converter (#L80-LU). Starting with one of the strongest transmissions on the planet we add a Transgo stage two shift kit, Red Eagle clutches, RedEagle PowerPacks for the forward, intermediate and direct clutches, Kolene steels, Red Eagle clutches for the overdrive and overrun clutch sets. It has a Carbon fiber band and the 16 element intermediate sprag is replaced with a 34 element sprag. Rated up to 1000 horse power depending on upgrades. Every Six Speed Bionic 80 transmission is tested in our transmission dyno. No trade-in needed on this one for $6739.00. The Five Speed Bionic 80 transmission starts at $5680.00. Add $150.00 for LS1 type bell housing bolt pattern. Add $554.00 for lock-up torque converter rated at 1,000 horse power (#88). Comes with a deep cast aluminum pan, dipstick and transmission controller with wiring. The 6 Speed Bionic 80 has a 2.98 first gear set and the 5 Speed Bionic 80 has a 2.48 to 1 gear set. Order the hardened input shaft if you have nitrous. For years now people have been replacing the weaker 4L60E transmission with the stronger 4L80E transmission, well the time has come for you to have an even better 6-speed 4L80E. This transmission and torque converter can be built for gas or diesel.

vbm2000big.jpg (23532 bytes) Intermediate

Forward

Direct

Overdrive & Overrun

#80B

#88

#80B3

#MR88-3L

There's a special Combo Kit upgrade discount on the Billet Input Shaft, Billet Forward Hub and Billet Torque Converters Below

5-Speed Bionic 4L80E 6-Speed Bionic 4L80E
Transmission Type ?
97 Up LS1 Type Case
Tail Shaft Type ?
Up Grades ?
Stall Speed ?
Shirt Size ? - Free
Delivery Type ?
Dust Cover & Inspection Plate
Transmission Type ?
97 Up LS1 Type Case
Tail Shaft Type ?
Up Grades ?
Stall Speed ?
Shirt Size ? - Free
Delivery Type ?
Dust Cover & Inspection Plate
Throttle Position Sensor - Cost $125.00

Paddle Shifter only - Cost $550.00

Paddle Shifter with Display - Cost $599.00

Push Button Shifter - Cost $1149.00

4L80E to 4L60E Transfer Case Adapter - Cost $484.00
Year 4L80E ?

Cable-X Speedometer Drive Motor and Cable - Cost $349.00

#55X Fan Cooler - Cost $189.00

You also need a water transmission cooler in the radiator.

Check out this special deal. Buy a 5 speed or 6 speed 4L80E Bionic 80 transmission and receive a 10% discount on any of the below upgrades. You must buy a 5 speed or 6 speed 4L80E Bionic 80 transmission and receive this discount.

1997 Up Billet Low / Reverse Servo. Cost $89.00
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1997 Up Billet Intermediate Shaft. Cost $404.00
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Billet Clutch Hub with Bearing. Bearing Upgrade Cost $43.00
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Larger 36 Element Intermediate Sprag with more Clutches. Cost $759.00
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It comes with a speed sensor for an electronic speedometer and can be equipped with a speedometer control unit to control a speedometer cable (#68 below). We now have a tail housing available for a gear driven speedometer cable, see below. An electronic control module comes with the 5 speed and 6 speed 4L80E transmission for putting an electronically controlled transmission into a street rod, truck, RV or any non-overdrive vehicle. The 1997 up 4L80E transmission can be used on the new Chevy 572 cubic inch motor, because both have 7 bell housing bolts. The freight runs from free to $190.00 after freight discount in most cases. The prices includes the core charge, but if you want to return your core for a core refund of $200.00 to $300.00 depending on year and model less freight, just let us know.

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

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

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

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

Alto Red Eagle (recommended)

9 frictions @ .060"

7 Kolene steels @ .078"

1 Kolene Steel @ .106"

Clearance @ .030-.035"

Raybestos Blue Plates

9 frictions .063"

8 steels .078"

Clearance @ .050"

Raybestos Black High Energy

9 Frictions @ .063"

8 Steels @ .075"

Clearance @ .050"

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

wpeF.jpg (39674 bytes)  Heavy Duty Input Shaft  Heavy Duty Input Shaft  Heavy Duty Input Shaft      4l60e.smart tech input drum.jpg (287575 bytes)  77764-01.jpg (59761 bytes)  3-4_Red_Eagle.JPG (355898 bytes)          HPIM1596-2.JPG (12517 bytes)  Springs (1)-2.jpg (11486 bytes) 

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

 

Dream no more . . . . .

For years, the 4L80E transmission has been the 4 speed  transmission of choice when you are either towing heavy loads, or beating up the roads with a high horsepower daily driven beast. The power handling capacity of the 4L80 is legendary, no disputing that. What could possibly make it better? Lets take a look at a couple of the specifications of the 4L80E. While being a workhorse of a unit, we commonly use this transmission in half ton truck conversions with superchargers or turbos when the 4L60E just can't handle the power. When converting to the 4L80E from a 4L60E, one of the first noticeable differences is the gear ratios. The 4L60E come with a 3.06 1st gear, 1.63 2nd gear, 1.00 3rd gear, and an overdrive of .70 to1. The 4L80E being nothing more than an overdrive Turbo 400, is carrying the same ratio as the 400 but with an overdrive. 1st gear is a 2.48, 2nd gear is 1.48, and of course 3rd is 1 to1, with 4th being .75 to 1. We will often change the planets out of the 4L80E to a 2.97 or 2.75 1st gear with a 2nd of 1.57 to make up for the loss of torque multiplication lost from the 4L60E in a big heavy truck. This of course is not needed once you reach a certain threshold of torque with the vehicle.

Room for Improvement . . . 

In our industry nothing can be left alone, we're always searching for a competitive edge or a way of improving upon an already great design. Are you ready? We did it again. Two things about the 4L80E we wished we could always improve is the ability to have engine braking and a tighter ratio gear set. These two combined really make the 4L80E sing. Engine braking is useful in both Towing (when engine braking coasting down a mountain or steep incline) and in road racing. With the tighter ratio set you have the ability to use an engine that has a narrow torque curve. Example 1 would be the conversion we have to go behind a 6BT Cummings. Adding a tighter gear ratio set allows us to keep the vehicle constantly in the fat part of the torque curve and boost. When upgrading the planet to a different gear ratio such as the 2.97 you suddenly can use a different rear gear (3.23 or 3.08) because you have a ton of torque multiplication in 1st. Look at the two examples below:

In the example above you will notice that there's a greater RPM drop with the aftermarket planet (2.98 first & 1.57 second) from 1st to 2nd and again 2nd to 3rd. This greater RPM drop would cause the engine to drop to a point in some cases where it's not at a desired RPM. For instance with a naturally aspirated engine with a camshaft cut on a tighter lobe separation angle you might not have a lot of port velocity there. So even though the gear ratio is numerically greater it could be potentially be slower due to the lug at the beginning of 2nd and 3rd. In a towing application you would want to be at a fatter part of the torque curve to keep the engine happy. So this conversion has always been somewhat of a double edged sword, with the exception being a positive displacement supercharger in conjunction with a large cubic inch engine that's making tons of torque everywhere. 

If it was only that simple . . . . 

So it seems the simple solution is to create a way to give you a lower 1st and 2nd gear but have less RPM drop between gears. Doing this would simply mean that you could have the best of both worlds. This however isn't as simple as it sounds. It was obvious that if you wanted to get more gears out of the 4 speed transmission you would have to find a way to overdrive the first two gears. This isn't easy when you a dealing with a valve body that is only designed to accommodate a certain volume and pressure, trying to add another circuit could cause all sorts of issues with fluid dynamics. We want even mention the electronic and logic control obstacles with trying to figure timing and shift control issues. Other companies doing this were trying to modify the existing valve body. Doing this proved to be complicated and unpredictable. We also have seen issues with fluid cross leaks, after all you're relying on somebody in China looking at used valve bodies and modifying them.

A Clean Slate.

Back to the ole drawing board. A saying that is as true in this case as any. It became pretty obvious that modifying the factory valve body to get six speeds is a loosing option. These valve bodies often are plagued with failures due to fact that the valve bodies are not performing their intended usage. When the opportunity came to start with a clean slate we knew it would work, as it was engineered to work. That is exactly what we have now, a brand new valve body, not a modified reman unit, that functions exactly as it was intended. This new slate also allowed the opportunity to add the addition of engine braking knowing this would make a perfect marriage for the diesel market. This feature is also handy for wrapping heads sideways on a Sunday morning cruise in the big block, blipping every gear down as we pull up to the red light. So now we have a brand new valve body, designed for six speeds, designed for engine braking. 

A Perfect Marriage

So now we have the most reliable 4-speed platform General Motors has ever produced, with the addition of 2 extra gear and engine braking. We fell in love all over again. The transmission while proving to be responsive, finds itself putting the engine in the sweet spot shift after shift. What normally felt like a peaky car or a dyno queen suddenly finds itself lounging around in gobs of torque. This torque is what is the seat of the pants thrill we all seek. The TCM-2000 that is used with this is also available with paddle shifters, shift indicator, and even and electronic push button shifter for a fabulous custom look. If you like you also have the ability not to change the planets and leave the stock planet set making it into a 5-speed. Let us look at the table again at the ratios between 5 and 6 speeds.

A Complete Solution

The PCS 6 speed valve body enables the 4L80E to operate as a 5-speed or 6-speed and provides electronically controlled engine braking. This process of engineering the 6-speed 4L80E began by carefully studying the fluid flow dynamics of the stock 4L80E. This engineering feat resulted in a factory shift in every gear. When we evaluate the gear ratio steps using the stock planet and the new valve body it becomes apparent that the step from 4th to 5th of 1.11 may not be a large enough ratio change for most applications. However, using the valve body as a 5-speed (skipping the 1.11 ratio) creates more balanced gear steps and better drivability.

In situations where the gear ratio set is changed, PATC offers a gear set that results in optimum gear ratio steps for most 6-speed applications. When we combine with the optimum gear ratio set , this new 6-speed transmission maintains the engine in its most efficient operating range, thus improving performance and fuel efficiency. The shift quality is also improved by reducing the engine RPM drop during the shift.

With the addition of the extra solenoid for engine braking, we can also enable mode switches such as tow haul, a greatly increase the performance and driving experience when used with the paddle shifters to downshift. This new valve body, not a remanufactured one, contains all new solenoids, plates, Gaskets, and internal harness.

Torque Multiplication Table

gear Ratio (Stock) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire Gear Ratio (After Market) Rpm rpm drop shifting @ 5,000 Rpm's with a 30 inch tire
1st 2.48 5,000   1st 2.98 5,000  
2nd 1.48 2,968 2,032 2nd 1.57 2,558 2,442
3rd 1.00 3,175 1,825 3rd 1.00 3,100 1,900

RPM Drop Table

gear Ratio (Stock)

Rpm

rpm drop shifting @ 5,000 Rpm's with a 30 inch tire

Gear Ratio (After Market)

Rpm

rpm drop shifting @ 5,000 Rpm's with a 30 inch tire

1st 2.48

5,000

 

1st 2.98

5,000

 

2nd 1.48

2,968

2,032

2nd 1.57

2,558

2,442

3rd 1.00

3,175

1,825

3rd 1.00

3,100

1,900

#4L80E 6-Speed Conversion. This conversion kit will include everything you need to convert you 4-speed 4L80E into a 6-speed unit. This will come pre-tuned according to your specifications for the vehicle. We will need to know both tire size and rear gear ratio when ordering. This kit will include the new 2.97 planet set. This will set the gear ratio split to the six speed set-up seen above. We will also provide you with a new recalibrated valve body and special harness as well. We also can supply you with a new TPS sensor. We also supply a new Transmission controller with this set-up. The 2.97 gear ratio split will require you to disassemble the transmission and replace the planet gear set. If this is something you feel uncomfortable with then this can easily be omitted from the kit, when omitting the planet set this will change the transmission to a 5-speed. Engine braking comes standard on this but can be turned off at your request if needed. There are a host of other unique options you can add to this controller such as : Paddle Shifter, GSM Gear selector ect. We have these listed right below for you. Cost $2,077.00

Qty

Throttle Position Sensor - Cost $125.00

Paddle Shifter only - Cost $550.00

Paddle Shifter with Display - Cost $599.00

Push Button Shifter - Cost $1149.00

4L80E to 4L60E Transfer Case Adapter - Cost $484.00
Year 4L80E ?

Cable-X Speedometer Drive Motor and Cable - Cost $349.00

#55X Fan Cooler - Cost $189.00

You also need a water transmission cooler in the radiator.

dodge deep 48re transmission pan.jpg (1541678 bytes)

dodge double deep transmission pan 727.jpg (2305837 bytes) dodge 46re 47re 48re deep transmission pan.jpg (3535609 bytes) dodge deep transmission pan.jpg (2656858 bytes)

 

#DBP. Holds 2 quarts over a 48RE pan.

Black Cast Aluminum Powder Coated Pan, Blow-Out Sale $225.00

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Call 1-888-2012066

 

#68CH. 68RFE Input Clutch Hub. Added 11-13-13. Cost $775.00

  • Manufactured from 4140 heat treated / stress relieved billet steel vs the OEM cast version.

  • Provides greater strength at the input shaft spline area.

  • 100% drop-in product.

  • No modifications necessary.

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#6L80ERPG. The 6l80 has been a work in progress since 2006 when we 1st saw it hit the market. Since that time we have made numerous advancements in the development of this unit. We initially had issues with the intermediate shafts breaking under high stress loads and wheel hop. The shaft was an easy fix by simply replacing the material with 300 maraging steel. It was apparent to us very quickly that on high horsepower applications the hub on the planet was the weak link. This problem became more prominent on high horsepower vehicles when performing wide open throttle downshifts and vehicles that experience wheel hop. This planet is now the solution to solve those issues. Cost $1299.00 plus a $350.00 core charge.

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Call 1-888-2012066

 Allison C-2 Clutch Hub

  #109300. PATC has finally addressed the early failure of the Allison C-2 clutch hub in high horsepower and competition applications with our new billet steel clutch hub. Added 5-8-2013. Cost $515.00

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Key Features

  • Made from 4140 HTSR Billet Steel
  • 18% increase of spline contact Surface Area
  • 30%increase in wall thickness of the spline boss
  • No weight penalty for extra strength. The PATC hub is only 2.8 ounces heavier than stock
  • Comes with a modified thrust washer.
  • Machining modification to P1 Sun Gear Required

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#S2EX. Exedy Stage 2 6R80 Friction Kit is our answer for the daily driven mustang up to 1,000HP. This Kit has been proven time and time again in 800-1,000 HP vehicles lasting an entire season. These clutches and steels are designed to throw whatever that Coyote can throw at it. This kit was designed to be a drop in replacement for the factory clutch packs. These clutches have been tested in a 1,000 HP mustang for the last NMRA season and as you see in the teardown video below look great after an entire season of racing. It is highly recommended that you have your vehicle tune modified when using the clutches allowing you to take full advantage of this state of the art friction and steel module. This same friction Kit also works in the ZF6HP26, for you European hot-rodders. We are proud to release this first in a long line of performance friction modules. We have not come to just compete, but to conquer! So go BIG, or go HOME! Added 2-12-2013. Master Kit with gaskets and seals, Cost $796.00 Friction and Steel Kit, Cost $575.00.

Clutch and Steel Module

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Master Kit
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5r55s_ford mustang billet input shaft 5r55 billet shaft7.jpg (29878 bytes) 5r55s_ billet ford mustang input shaft 5r55 6.jpg (29831 bytes) 5r55s_billet ford mustanf input shaft 300m ford 5r55 transmission 6.jpg (16878 bytes)

300M Billet Steel Chemistry data:

-Carbon 0.38 - 0.46   -Chromium 0.7 - 0.95   -Iron (Balance)    -Manganese 0.6 - 0.9   -Molybdenum 0.3 - 0.65   -Nickel 1.65 - 2   -Phosphorus 0.01 max   -Silicon 1.45 - 1.8   -Sulpher 0.01 max   -Vanadium 0.05 min

#5R55BIS. Under high shock loads the 5R55 input shaft is a weak link when you start throwing aftermarket upgrades at the engine. The factory shaft has been known to break in two or in some cases, twist the splines completely off. This typically occurs when then transmission is exposed to hard launches or wheel hop. Throw in the aftermarket turbo or supercharger and it is not a matter of if it will break but when. This billet steel input shaft is made from heavy duty 300M material that is heat treated and stress relieved. 300M is a low alloy, vacuum melted, steel of very high strength. Essentially it is a modified AISI 4340 steel with Silicon, Vandium and slightly greater Carbon and Molybdenum content than 4340. This 300M Billet steel material is an excellent combination of strength (280 to 305 ksi). toughness, fatigue strength, and great ductility. This shaft wont break and give you the confidence to finally tame that pesky Bowtie that has been running around town. This shaft also has increased lubrication flow through resizing of the bore diameter. Some machining may be required to the stator support. Added 2-11-2013. Cost $239.00

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Key Features

  • Maraging steels (a portmanteau of "martensitic" and "aging" are steels (Iron Alloys) which are known for possessing superior strength and toughness without losing malleability, although they cannot hold a good cutting edge. Aging refers to the extended heat treatment process. These steels are a special class of low-carbon ultra high strength steels which derive their strength not from carbon but from precipitation of inter-metallic compounds. 

  • When heat treated the alloy has almost no diminsional change, so we usually machine it to its final dimensions. Due to the alloy content maraging steels have an enormous harden ability. Cracks are non-existent upon cooling.

  • The steel can be nitrided to increase case hardness, and polished to a fine surface finish.

 

 

6R80 Billet Steel Intermediate Shaft

#6R80BLS. Here it is, the new billet steel 6R80 intermediate shaft. This shaft has been needed for some time in the new 6R80 transmission. The new Mustang has been impressing the nation one quarter mile pass at a time. In extreme high horsepower situations this shaft has been known to see fatigue and fail prematurely. Larger wheel and tires, larger stall converters, and heavy launches all contribute to this failure. This shaft is made from 300 Maraging steel and is capable of withstanding any type of abuse you might be able to throw at it. We also have this material heat treated and stress relieved for improved durability. Maraging 300 is a vacuum induction melted plus vacuum arc re-melted, low carbon, nickel cobalt molybdenum high temp alloy capable of attaining yield strengths in excess of 270 KSI (1862 MPA). This is obtained through simple, low temperature heat treatment at 900 degrees F. This is the perfect solution for nitrous, supercharger, and turbo applications. This shaft has been tested to over 1,000 horsepower. The truck and Mustang 6R80 Billet steel intermediate shafts both share the same design. This shaft will work in both applications.

 

Cost $545.00

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#68RFEM3GA. Is the world to be turned upside down again?  We certainly think so!  PATC is proud to announce there latest business relationship with none other than Sun Coast transmissions.  We can't think of no better way to showcase the possibilities of this new relationship than the introduction of the latest and greatest showpiece to leave the CNC machine.  The 68RFE M3GA Drum!

 Since the 68RFE hit the market, everybody in the High Performance transmission community has fought the demons associated with the Overdrive / Underdrive clutches in these units.  The final solution has arrived.  This Beautiful piece of billet artwork will satisfy even the most demanding coal rollers out there today.  Starting from a single piece of 6061 billet aircraft grade aluminum to the drum you see before you, every aspect of this drum has been meticulously thought out.

 The SunCoast complete rotating assembly offers you the ultimate in performance and durability for your 6.7L Cummins.  Boasting 51% more surface apply area than a stock 68RFE drum, the oversized double sided SunCoast designed clutches are the key to success in getting these 68RFE's to hold.  The oversized clutches are housed in the patented billet inner and outer "M3GA" drum setup, to utilize every square inch of available real estate inside of the transmission.  The drum is highly modified with springs and orifices to correct the balance oil system in the overdrive circuit.  Not only are the clutches larger but the piston area was increased too.  The stock drum at 80 PSI line pressure has 1791 PSI applying the clutches.  Our M3GA drum at 80 PSI line pressure has 2762 PSI so you can see the larger diameters really make a huge difference in holding force.  With 200lbs of line pressure, this number goes from OEM 4479 PSI to 6909 PSI.  The pressure plates were not only designed with a larger diameter for larger clutch area, but also for the strength which is why billet heat treated forgings were used to machine the pressure plates.  All billet hard parts are designed and manufactured in house at SunCoast, as a result of endless hours of research and development you now have the largest apply area and clutch design on the market.  This drum also comes loaded with a revised separator plate and modified pressure regulator valve. Added 2-1-2013. Cost $1995.00

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Key Features:

  • Manufactured from T-6061 Billet aircraft grade Aluminum

  • 51% Larger friction surface area than anything else on the planet!

  • 54% increase in hydraulic apply area

  • Solid double sided friction material

  • Kolene treated steels for increased rigidity

  • Completely assembled drop-in rotating assembly

68RFE billet triple disk diesel converter_8.jpg (47256 bytes) 68RFE triple disk converter racing diesel 10_8.jpg (65204 bytes) 68RFE_billet torque converter racing pump 8.jpg (47500 bytes) 68RFE_billet torque converter diesel triple disk billet 8.jpg (43191 bytes)

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Features & Benefits:
• No machining required
• Tunable damper to 1,250 ft-lb torque capacity 
• Utilizes three high thermal, high torque capacity friction elements
• Improved oil flow across clutch plates
• Improved spring end caps prevent over-compression
• Reduced overall weight

 

" 68RFE Triple Disk Billet with Damper "

 

  #68S. Trucks with the Dodge Cummins diesel engine are commonly pushed beyond the limits for which they were designed. To upgrade the torque converter, PATC offers a heavy duty multi-plate converter clutch kit for the Chrysler 68RFE converter. The new Converter Assembly easily boost the converter capacity versus the stock one. The lock-up clutch is not a salvaged OE clutch, it is a new and unique design. The lock-up clutch damper can be tuned to work with engines ranging from stock up to 1,250 ft-lb of torque. 

What makes this particular converter so unique is the fact we have incorporated a new state of the damper assembly that now allows you enjoy the benefits of a triple disc converter without the transmission tuning parameters being altered. It is common within the Cummins community to need an aftermarket programmer installed and modified torque converter release times when switching to a triple disk billet in conjunction with the 68RFE. The converter can at times cause the vehicle demonstrate a slight shudder upon deceleration if not released. This is specifically caused by the removal of the factory Damper assembly. Another unique characteristic of this new converter is the dampener can be tuned by the removal or addition of internal dampener springs, giving us the opportunity to custom build the characteristics of this new billet torque converter to match your vehicles particular needs. This converter also carries 3 torque converter lock-up disc internally to spread the load. We also have a CNC'D billet apply piston allowing absolutely no deflection when applied. When this new converter is combined with our billet stators you now have unmatched efficiency with mountains of torque at your disposal. Cost $1425.00, $134.00 upgrade for steel stator.

#68S with Billet Aluminum Stator

cuts 300 RPM

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#68S with Billet Steel Stator

cuts 500 RPM

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No computer needed. On the fly adjustability.

#4L60ESimpleShift. Don't have a laptop? Don't like computers? Want instant on the fly adjustability? Need an overdrive solution for that new LS conversion on your beast? Here you go, the Simple Shift transmission controller is your solution. This stand alone transmission controller is capable of operating your 4L60 / 65 / 70 electronically controlled transmission without the need for any complicated computer tuning. Shift speed, shift firmness, and converter lockup are all adjustable with just a simple twist of the dial on this controller. The settings offer 2 different logic settings both for part throttle and wide open throttle. When clicking on the thumbnails pictured left you will see this indicated as low / high which is relative to throttle angle. This controller comes complete with a factory grade wiring harness and all factory connecters. This is one of the easiest controller to install on the market today. The wiring harness you see pictured to left has all connectors clearly labeled for a hassle free installation. Using a separate TPS which stands for "Throttle Position Sensor", is not needed on this controller with any fuel injected vehicle. The wiring harness already has the leads for the TPS sensor that would currently be used on the vehicle. If this is going on a carbureted vehicle you would want to add the TCM-6000 TPS kit listed below. The Simple Shift is the perfect solution if you simply want to use an overdrive electronic transmission in your project car, but don't want to worry about the controller. Added 12-28-2012. Cost $625.00

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#TCM-6000. This is the add-on component for the simple shift transmission controller when using a carburetor. This remote mount TPS adapter kit allows for the easy installation of the of the Simple Shift transmission controller in non-electronic applications where no throttle position sensor is present. Comes with adjustable kick-down cable, TPS sensor, TPS mount, TPS to kick-down adapter, weatherpack connector, pre-crimped wires, extra terminals, extra seals and mounting bolts. Added 12-28-2012. $120.00

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Mega Raptor 4L80E Quadrolock Quadruple Disc Torque Converter

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#MR88-3L. 4 Carbon Fiber Clutch Disc!  Here it is, the new Mega Raptor Quadrolock that has set the industry on its ear. This full billet torque converter has no expense spared. It all starts on the pump side. We have Furnace brazed the fins of this converter to keep fluid from cross leaking into neighboring fin channels. The Furnace brazing also increases the overall rigidity of the fins. We also go so far as TIG welding each individual Turbine fin on both sides. This alone contributes to over 1 hour of welding but offers unmatched fin rigidity. Having the pump side so incredibly rigid allows for no possibility of fins laying over or potential flexing during high torque situations. This ensures we lose absolutely no fluid velocity. The key to a torque converter not feeling muddy is to keep lots of velocity hitting the turbine side, we have provided a sturdy platform for that to occur. On the opposite side, the turbine side, the side that spins the input shaft we have continued with the same process. Both furnace brazing and TIG welding each individual fin. This 4L80E Four Clutch Torque Converter has 130 square inches of high tech Carbon Fiber clutch lining! That's almost a square foot of Wide Open Throttle holding power, with no equal in a 10 1/2 inch three clutch torque converter. That's 42% larger than the closest three clutch competition. Fits 4L80E Transmissions. Added 12-8-2012. Cost $1199.00

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Mega Raptor 4L60E Quadrolock Quadruple Disc Torque Converter

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#MR-3L. 4 Carbon Fiber Clutch Disc!  Here it is, the new Mega Raptor Quadrolock that has set the industry on its ear. This full billet torque converter has no expense spared. It all starts on the pump side. We have Furnace brazed the fins of this converter to keep fluid from cross leaking into neighboring fin channels. The Furnace brazing also increases the overall rigidity of the fins. We also go so far as TIG welding each individual Turbine fin on both sides. This alone contributes to over 1 hour of welding but offers unmatched fin rigidity. Having the pump side so incredibly rigid allows for no possibility of fins laying over or potential flexing during high torque situations. This ensures we lose absolutely no fluid velocity. The key to a torque converter not feeling muddy is to keep lots of velocity hitting the turbine side, we have provided a sturdy platform for that to occur. On the opposite side, the turbine side, the side that spins the input shaft we have continued with the same process. Both furnace brazing and TIG welding each individual fin. This LS type 4L60E Four Clutch Torque Converter has 130 square inches of high tech Carbon Fiber clutch lining! That's almost a square foot of Wide Open Throttle holding power, with no equal in a 10 1/2 inch three clutch torque converter. That's 28% larger than the closest three clutch competition. Fits 4L60E, 4L65E and 4L70E transmissions, 1998 on with a LS1 type motor. Added 12-8-2012. Cost $1199.00.

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Dodge 48RE 4WD Overdrive Replacement Housing

#48REODH. The factory overdrive housing on late model dodge 48RE transmissions are known for cracking and twisting. Dodge has decided to no longer offer these units making them almost impossible to obtain with out the purchase of a whole new core. Even when purchasing a "Used Core" it is often found that the core is also sporting a nice crack in the housing itself. These are new housings that finally solve your dilemma. We highly recommend using the optional transfer case support mount listed below to help maintain the structural integrity of this replacement part to keep continued failures from reoccurring. There's a limited supply of used housings, and they will be off the market soon. Cost $359.00

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Phoenix 6L80 / 6L90 Quadrolock Quadruple Disc Torque Converter

#PQ80. 4 Carbon Fiber Clutch Disc!  Here it is, the new Phoenix Quadrolock that has set the industry on its ear. This full billet torque converter has no expense spared. It all starts on the pump side. We have Furnace brazed the fins of this converter to keep fluid from cross leaking into neighboring fin channels. The Furnace brazing also increases the overall rigidity of the fins. We also go so far as TIG welding each individual Turbine fin on both sides. This alone contributes to over 1 hour of welding but offers unmatched fin rigidity. Having the pump side so incredibly rigid allows for no possibility of fins laying over or potential flexing during high torque situations. This ensures we lose absolutely no fluid velocity. The key to a torque converter not feeling muddy is to keep lots of velocity hitting the turbine side, we have provided a sturdy platform for that to occur. On the opposite side, the turbine side, the side that spins the input shaft we have continued with the same process. Both furnace brazing and TIG welding each individual fin. The 6L80 Four Clutch Torque Converter has 130 square inches of high tech Carbon Fiber clutch lining! That's almost a square foot of Wide Open Throttle holding power, with no equal in a 10 1/2 inch three clutch torque converter. That's 42% larger than the closest three clutch competition. Fits G8 2007 up, 2010 up Camaro and 2006 up trucks with 6L80E transmissions. Get the best for your Camaro. Also fits 2010 up Cadillac CTSV with a 6L90E transmission. Added 11-29-2012. Cost $1199.00

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#ODBS. Dodge Overdrive Unit Bearing Shim / Case Saver. The large ball bearing in the rear of the overdrive case is bad about wearing into the case especially on a 4WD unit. This shim is used to take-up the slack and save the case. 48RE cases are very expensive. .056" Added 11-17-2012. Cost $19.00

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  47RE / 48RE

#7FE. You asked for it and we have now provided it. As the enormous potential of the Cummings engine continues to be tapped so do the limits of the components that support it, specifically transmissions. Every aspect of of this new shaft and hub has been considered with excruciating detail paid to even the metallurgy of the material used. One of the biggest issues when creating a shaft like this is metal fatigue and shock loading. The requirements were that the material needed to be extremely stable and incredibly rigid. This shaft also needed to be able to withstand repeated shock loading with torque loads in excess of 2,700 ft lbs. Thats right 2,700 ft lbs of torque! The engineers knew of only one material at the top of there wish list, Aermet. Thats is not a typo, this shaft is made from Aermet 100, as expensive as it was (raw material) this seemed to be the only logical solution. Here are a few metallurgy facts about AerMet alloy. Added 11-17-2012. Cost $1099.00

AerMet 100 Alloy Key features:

  • AerMet alloy is an ultra-high strength type of martensitic alloy steel. The main alloying elements are cobalt and nickel, but chromium, molybdenum, and carbon are also added. Its exceptional properties are hardness, tensile strength, fracture toughness, and ductility.[2] Aermet is weldable with no preheating needed.  AerMet alloy is not corrosion resistant, so it must be sealed if used in a moist environment. AerMet is a registered trademark of Carpenter Technology Corporation.

  • The UNS number is K92580. The alloy has a modulus of elasticity of 28,200 ksi and a density of 0.285 lbf/in3 (7.89 g/cm3). AerMet 100 alloy is somewhat more difficult to machine than 4340 at HRC 38. Therefore, carbide tools are usually used. Standard shapes that are available include round, sheet, welding wire, billet, plate, strip and wire.

  • AerMet alloy is special in that it must be hardened twice in order to reach its maximum effectiveness. The first hardening application is a solution treatment at 1,625 °F (885 °C) for 1 hour. It is then quenched to a temperature of 150 °F (66 °C) over 1 to 2 hours. It then must be cold treated, where the material is cooled to −100 °F (−73 °C) for 1 hour. The second hardening process is aging, where the material is heated to 900 °F (482 °C) for 5 hours.

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#S1EX. Exedy Stage 1 6R80 Friction Kit is our answer for the daily driven mustang up to 500 HP. This kit was designed to be a drop in replacement for the  factory clutch packs. These clutches have been tested in a 500 HP mustang for the last 2 NMRA seasons, and still going strong, and consistent. This friction material was designed to withstand the heat and stress of drag racing, while maintaining a friction coefficient that does not result in drivability complaints. This same friction Kit also works in the ZF6HP26, for you European hot-rodders. We are proud to release this first in a long line of performance friction modules. We have not come to just compete, but to conquer! So go BIG, or go HOME! Added 11-13-2012. Master Kit with gaskets and seals, Cost $699.00. Friction and Steel Kit, Cost $478.00.

Clutch and Steel Module

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#ML-F1. " 6R80 " This is our 10 1/2 inch Billet Converter with a Billet Clutch Apply Piston and Flanged Hub that will not flex. It has a very large red clutch with 40+ square inches of clutch lining. The torque multiplication rates can be ordered in 2 to 1, 2.5 to 1 or 3 to 1. The torque multiplication of this converter will deliver an increase of up to 50 horse power to the rear wheels. The 6R80 Mega-Lock converter with its red clutch will withstand power levels of 1000 horse power. This 10 1/2 inch converter can be ordered with stall speeds of 2000 to 5500 RPM. Fits 6R80 transmissions 2008 on. This is a perfect match for the Exedy Stage 1 6R80 Friction Kit. Added 11-15-2012. Cost $795.00

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#AFP. When additional horsepower and torque are added to your duramax, you run the risk of cracking the stock flexplate. Designed to handle up to 1500 ft / lbs of torque, the new Duramax Black Oxide coated flexplate is corrosion resistant to prevent hydrogen embrittlement, billet machined and precision balanced for ultimate strength. This flex plate is twice as thick as stock and has passed the stringent 29.3 SFI testing, making it legal for use in race sanctioning bodies specific to High Horsepower diesels. These units are a direct bolt-in and fit any OEM or aftermarket torque converter. Fits Allison 1000 2001 Up. No Discounts. Added 10-25-2012. Cost $449.00

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ON SALE

Dodge.30.jpg (21402 bytes) "BLACK", #57BFP and #57BFP2. PATC Dodge Cummins SFI Billet Flexplate. Available for both 5.9L and 6.7L engines,1988 on. Designed to prevent cracking and breaking under the extreme stresses created by modified engines. Compatible with all aftermarket and stock torque converters. This is a must have if you have power adders.(Fits lock-up transmissions only.) 5.9L Cost $369.00. 6.7L Cost $384.00

5.9L 88 - 07
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6.7L 07 On 68RFE
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#5BAP. The Direct clutches on a Dodge powered vehicle have always been a weak link. Whether we are talking about the 46Rh with a 3 clutch direct drum or even the Diesel powered 47 or 48RE. We have seen everything in our industry from machining another grove in the top of the drum (see #8D2) to different thickness snap rings (see #23FSR) and even special backing plates (see #8FBP). All of these are attempting to increase stack height within the drum itself. What gets overlooked though is clamping physics. When applying high apply pressure with a stock direct drum piston (which is just cast aluminum), deflection starts to show it ugly head. The factory cast aluminum piston is not designed to stand up to the increased pressure ramps that is typically associated with aftermarket modifications. When this occurs the piston begins to warp and apply the clutches unevenly. When applied unevenly hot spots will occur, your apply surface area is dramatically reduced as well. The other issue is the integrity of the clutch packs clamping ability is sacrificed. This why it is not unusual to open the direct drum and find coned or unevenly worn direct clutches that have prematurely worn. We have the perfect solution here with our Billet Aluminum Direct Drum Apply Piston. This piston is manufactured from high quality aircraft grade billet aluminum and then CNC'd to our exact specifications. This will allow you to now hold the power in those crazy 3rd gear wide open throttle diesel pulls. This piston not only provides a more direct apply feel but also gives you a balanced apply to all the clutches evenly. When used in conjunction with the direct drum spring and retainer kit below and our Alto Red Eagle Direct Clutch Power Pack you have a dramatic improvement over stock. A more stable Piston Apply + More Friction Surface Area + Higher Pressure Apply Rates = Greater Performance and Durability. This Piston fits all 727 / 518 / 46RH / 46RE / 47RH / 47RE / 48RE. Added 9-8-2012. Cost $109.00

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 #4.4BBL. Shift timing is certainly one of the most crucial aspects of getting any band or drum to hold up under extreme conditions. This PATC custom band lever is made in a 4.4 to 1 ratio to optimize shift timing when used in conjunction with larger oversized intermediate servos. The larger oversized band (direct drum) servos are excellent for improving apply pressure due to the larger surface area. The larger surface area is also important for the release as well, However with the 5:1 lever side loading and bind-up is not uncommon. This new band lever alleviates these issues. This new band lever is machined from high quality 4140 HTSR steel to ensure no side loading or deflection occurs. This band lever is ideal for diesel applications where no compromises are made. Fits 46RH, 46RE, 47RH, 47RE, 518, 618, 727. Added 9-8-2012. $47.00

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 #35RPP. The evolution of the 6L80 / 6L90 3-5-R Phoenix Super Pack has been a storied one. Our first power packs we developed were the single sided clutches back in 2008. While we found these to be a great upgrade for stock or mildly modified vehicles, when serious horsepower was applied we found we had some release issues on the 3-4 shift. This is crucial because as the 3-5-R releases the 4-5-6 is being applied. Through gallons of transmission fluid and countless rebuilds we found increasing the clearance in this pack helped quite a bit. This kept the clutches from dragging when hot as well. We later added the anti-drag rubber cushions that give each individual clutch it's own tolerance. This formula which is widely used now (Industry Standard) works well on vehicles under 600 hp. As the introduction of the larger cube positive displacement superchargers, the LSA platform and other power adders became much more common we found a new anomaly. The theory behind the single sided 3-5-R clutches, or any single sided clutch is that it gives more surface area for pressure to be applied, also the thinner clutches / steels allows more to be stacked in the same amount of area. This is a great solution for people not wanting to machine internals. However we had limits, and in our industry these are supposed to be broken. Why cant we last past 600 hp? What we found was that the amount of apply pressure needed for enough clamping force to hold 700 +HP was causing the clutches to cone. Even with the return of the waved plate to this power pack we still saw the same issue. Time to change directions, but with our 1st generation 3-5-R we had achieved a lot. We had developed a better clutch friction material (improved friction coefficient), more surface area (higher clutch count), and we found out opening up these clutches with the correct software algorhythems (most important) proved to be a very reliable product up to 600 hp. In a stock vehicle or a work truck these proved to be phenomenal.

  In 2009 we began plans on a new Power Pack. Our goals were to create a Power Pack that we could do the following with:

  • Remove the wave plate to allow more friction

  • Utilize a large Kolene Treated HTSR apply plate and Kolene steel that gives us nice even apply

  • Maintain correct apply geometry with apply pressures greater than 250 PSI

  • Reliably hold over 1,000 HP

  • Utilize everything we had learned with our 1st Generation 6L80 / 6L90 3-5-R Power Pack

 Fast forward to today and we have delivered exactly what we were looking for. This latest 6L80 3-5-R power pack will withstand 9 second passes along with daily commuting to work. We have the vehicles and references to testify with this. No machining is required, but can be performed to accommodate additional clutches. This new 6L80 / 6L90 clutch pack will include Kolene steels, 6 double sided Alto Red Eagle frictions, and the rubber anti-drag spacers. These spacers fit in the machined slots on the steels and provide each individual clutch the correct clearance. Added 8-29-2012. Cost $179.00.

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(Warning: Special attention must be taken when tuning for this power pack. We have over 200 tables we changed specifically for this power pack. If your tuner is not dictating your build tolerances for your unit then the math cannot be correct. This is typically when you are asked to drive and recorded data so corrections can be made.)

6L80E Truck to Camaro 6L80E Conversion Kit

#6LCK. This kit converts any half ton 6L80E truck transmission to a Camaro 6L80E transmission, 2WD or 4WD. Includes a Camaro output shaft, flange, flange nut, Camaro pan and Camaro tail housing. Cost $424.00

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6L80E Camaro or 6L80E 4WD to 2WD Slip Yoke Conversion Kit

#6LCKT. This kit converts any 6L80E Camaro or 6L80E 4WD truck transmission to a 2WD slip yoke type transmission. Includes a six inch long tail housing, output shaft and hub. Cost $350.00

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#22700GT-01. The rear planet thrust washers in Chrysler 48RE transmissions are high-wear items which generate large amounts of debris. Sonnax Kryptonite 6-tab thrust washer 22700GT-01 is a PTFE-coated, drop-in replacement part that is more durable and creates less break-in wear debris than bi-metal thrust washers. (2 required) Added 6-17-2012. Cost $10.95

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Features & Benefits

• Upgraded material for improved durability

• OE-Size, drop-in replacement

• Generates less break-in and wear debris than bi-metal washers

 

 

 

 

 

 

 

 

 

#K498600 If the Terminator was here today these parts would be inside him! Finally the complete solution has arrived. We are proud to bring you the end all, fix all for the 4R100 transmission for all you heavy duty pulling and drag racing needs. This new Mega-Billet Intermediate assembly comes with a new billet forward clutch drum made from 4140 HTSR (Heat Treated Stress Relieved). Next on the list we equip it with a Super Billet Intermediate shaft. This shaft is the largest intermediate shaft on the planet 1.198 vs the factory .986. That is a 21% increase in overall diameter. The shaft is made from 300 Maraging steel. This shaft cannot be broken, and we have tried. We have also included the intermediate/center shaft support is made agaian with 4140 HTSR steel and we are using a dual bushing support system for amazing stability. This is the complete package. Added 6-16- 2012. Cost $1790.00

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Key Features

  • 4140 HTSR (Heat Treated Stress Relieved) Chrome Moly.

  • Material is extremely stable.

  • Heat treating is completed to material in raw form.

  • The largest Intermediate / Center shaft available today. Boast a spline/shaft diameter of 1.198" vs .986'' O.E. Resulting in a 21% increase in diameter.

  • Shaft is made from 300 Maraging steel.

  • The forward drum is made from 4140 HTSR steel and comes with Teflon sealing rings.

  • The intermediate / center shaft support is made from 4140 HTSR steel and incorporates a dual bushing support system for increased stability over the O.E. bearing.

 

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Temperature Sensor Information

The pan has three bosses that can be machined for use with aftermarket sensors and gages. It is also possible to use one of the other bosses as the drain plug location. If you would like PATC to machine a boss on this pan for a temperature sensor, the machining charge is $40 and this option must be ordered over the phone. The boss can accommodate 1/8 to 1/2 NPT.

 

 

 

#11087.  6L80E Cast Aluminum Pan. Added 6-13-2012.

Volume: 1 Quart over stock

Number of Bolts: 18 (there are 20 holes in the pan, 2 holes hold the gasket and 18 holes hold the pan to the transmission case)

Description and Applications

This heavy duty transmission oil pan fits the GM 6L80, 6L80E transmissions. We designed this pan for 2006 and newer Cadillac, Camaro, Corvette, and Chevrolet and GM trucks and SUVs. There is a fill hole and plug for vehicles with the fill in the pan, such as some Camaros.

This pan features:

  • Fins and aluminum construction to dissipate heat from transmission fluid

  • Drain plug for easier maintenance

  • ½ NPT hole and plug for pan-fill

  • Thick walls to add strength to the transmission housing

  • Thick gasket flange, machined flat, for a leak-free seal

  • Low profile for clearance

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Cost $259.00. Custom Color Powder Coat $100.00 extra, call on color.
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 #109700 Allison Billet main shaft. As the Duramax power level continues to go through the roof, PATC has been proactive to keeping up with the increasing demands. PATC is proud to announce our latest development, our new Billet Main / Intermediate shaft. This shaft is designed for extreme conditions such as: drag racing, sled pulling, Cummings 6BT conversions, Motor home conversions, and heavy towing and hauling. This shaft is made from 300 Maraging steel. We have added an additional lubrication hole for the P3 sun gear and pilot. We have also gun drilled and micro polished the through hole of this shaft. This modification also eliminates internal stress risers. This is the absolute best shaft available on the market today. A must for heavy load applications. Added 6-11-2012. Cost $475.00

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Key Features

  • Shaft is machined from 300 Maraging Steel (Vascomax). This is a High Nickel Steel that is almost Carbon free

  • Heat Treatment is "age" hardened and air quenched.

  • Age hardened material is extremely stable, shrinkage is @ .001 and there is absolutely no deflection or bending

  • The yield point of 300 Maraging Steel is 294,000 lbs per square inch vs. 243,000 lbs per square inch used in others 300M shafts

  • This material is used when extreme torque and loads are experienced. Such as sled pulling or towing heavy loads.

  • Due to the fact that 300 Maraging Steel cost 3 times the amount of 300M very few manufactures use this material.

  • We have added an additional feature adding a lubrication hole for the P3 sun gear and pilot.

  • The shaft through hole is gun drilled and micro polished, eliminating internal stress risers.

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. Added 4-6-2012.

See video below for demonstration

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Features and Benefits

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

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

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

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

  • Eliminates snap ring blow out

  • Special Treated housing is significantly more resistant to fatigue failure

  • Includes steel reinforcement sleeve  and overrun piston.

  • Cost $499.00

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

Instructions Here

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

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

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

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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.

 

 

 

 

 

Ford 5R110W Output Shaft Nut Remover

Product # T5R110S

 This is a "Must Have" for any transmission builder. This output shaft nut remover tool is for the Ford 5R110W - 4WD transmissions. The heavy duty deep socket provides an excellent fit for easy removal and installation. This tool is made from heavy duty 4140 Heat Treated Stress Relieved Steel that goes a step further by Performing a Nitride Hardening to give it a very hard surface and Oxide free finish. This will be a go to tool for many years to come. Tool comes with 4 additional replacement pins. Added 4-5-2012. Cost $139.00

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5R110W 4 / 5 - Pinion Billet Overdrive Planetary Housing

#25S. No more exploding planets or spline failure. We now have bullet proof 5R110 overdrive planet housings for both early and late types. The 2006 and 2007 can go either way. Added 4-3-2012. Cost $509.00

Early 94 Tooth
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Late 99 Tooth
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  • Reliability for your high horsepower extreme use 5R110
  • No more exploding planets or spline failure
  • 5 pinion planet for late 5R110 applications with 99T overdrive ring gear
  • 4 pinion planet for early 5R110 applications with 94T overdrive ring gear
  • Billet 4140 HTSR overdrive housing
  • Assembly pin to make needle bearing installation easy
  • Pinion staking pins supplied, no welding required to retain pinion pin

 

 

 

 

 

 

 

 

 

 

 

4R100 4 Pinion Billet Overdrive Planetary Housing

#25S. No more exploding planets or spline failure. We now have bullet proof 4R100 overdrive planet housings. Added 4-4-2012. Cost $509.00

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  • Reliability for your high horsepower extreme use 4R100
  • No more exploding planets or spline failure
  • Billet 4140 HTSR overdrive housing
  • Assembly pin to make needle bearing installation easy
  • Pinion staking pins supplied, no welding required to retain pinion pin

68RFE Billet Input Shaft

#68BIS. The PATC Billet 68RFE Input Shafts have arrived. This input shaft is a drop-in replacement part for high power / torque applications. Added 3-13-2012. Introductory Price $625.00

  • Made from billet 300M aerospace grade alloy for high yield strength.
  • Heat treated and precision ground.
  • Smooth gun drilled through hole to eliminate stress risers often associated with conventional drilling procedures.

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Worlds first TH400 14 tooth speedometer drive gear. Many times a 15 tooth drive gear isn't geared low enough to work with low geared rear end ratios. Added 3-13-2012.

#68-2. Metal drive gears, 14 and 15 Tooth Cost $32.00

14 Tooth

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15 Tooth

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#A1000 / ALLISON - Click Image to Close

 

#A1000 MAG-HYTEC Deep Allison Transmission pan.

 #A1000 Allison Deep Transmission pan. This deep aluminum pan has an overall height of 5 1/2 inches and holds 10 1/2 quarts total capacity. This heavy duty pan comes with new pan bolts and a flush fit drain plug for easy access during servicing. This Allison deep transmission pan aids in cooling the transmission by increasing the surface area of fluid. The larger surface area helps dissipate heat at a much higher rate. These pans are absolutely the best in the business, Powder coated black to ensure long life and resist corrosion. This pan must be used with our extra deep sump Allison filter. Added 3-8-2012. Cost $285.00

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#6L80E-13. 6L80E / 6L90E Thirteen Vane Billet Pump Rotor. This is made from 4140 heat treated stressed relieved billet steel. The stock pump rotor has been known to explode with very fast acceleration due to sudden centrifugal force shock. Added 3-7-2012. Cost $175.00

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#4R100BFP. 4R100 7.3L Six Lug Billet Flexplate. Designed to prevent cracking and breaking under the extreme stresses created by modified engines. Approved by all sanctioning bodies for racing and pulling. Compatible with all aftermarket and stock torque converters. We are so sure of the quality and design of this flexplate that it comes with a unconditional two year warranty. This is a must have if you have power adders. Added 2-27-2012. Cost $499.00

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" 68RFE Twin-Disk Billet "

" Twin-Disk " Cummins Diesel 68RFE Billet Converter with a Borg Warner clutch. #68B2. 68RFE Twin Clutch Billet Torque Converter. Added 2-20-2012. Cost $999.00

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$165.00, This stator will lower your stall speed approximately 300 RPM. #68B2CAS Low Stall Stator Upgrade from Stock Stator

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AOD-E / 4R70W / 4R75W Overdrive Band Adjust-A-Pin

#K0102. Superior's Latest, Unique Problem Solver comes with our new Band support tool, the "Jimmy Clip". This Clip is like a 3rd hand when it comes to removal and installation of any AOD-E, 4R70W/E or 4R75E/W overdrive band servo piston. No more Fuss or Hassle! Simply insert the Jimmy Clip into the opening of the casting next to the overdrive band servo, and it will hold the band in place while you switch the pin for adjustment, servo replacement or servo upgrade to a Superior K085 Super Servo. Tested and re-tested this "Tru-Fit" Pin doesn't need seals or o-rings to properly address the sometimes "slightly worn" bore. Built to Superior Transmission Parts, Inc.'s exacting standards this "Made in the USA." Product will meet and exceed your requirements for producing a Hi-Quality Unit that stay's out on the road.

The Advantage to having an adjustable overdrive band servo pin is obvious to builders when the question asked is "how can I take up some of the "Slop" of the O.D. Band", especially when drums are changed, turned or re-manufactured or replaced with outside diameter differences in manufacturing or for that matter, differences in the bands themselves. Our Unique, adjuster / locking set-up is just what you need for confidence in adjusting and keeping the adjustment where you set it. Quick and easy, with detailed instructions and spec's, step up to a new level of adjustability where - until now, there was none. Added 2-4-2012. Cost $31.00

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  #AODPT. AOD Neutral Safety Switch / Back-Up Light Pigtail. Factory correct molded connector with 16 inch wire leads. Connects to any Ford AOD automatic transmission. Added 1-16-2012. Cost $41.00

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#6L80EPB. Teflon Coated 6L80E Pump Bushing. Added 12-1-2011. Cost $19.00

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6L80E 4-5-6 Clutch Power Hub with PATC Power Pack

#6L80EPH.  6L80E 4-5-6 Clutch Power Hub, Alto Red Eagle Power Pack and Billet Intermediate Shaft. This hub allows for 100% more clutch apply area over stock, 100% more thrust bearing rollers, 150% more lube holes, 29% more inner clutch spline contact area over stock, thick apply plates and a very large Alto Red Eagle Power Pack is included. The Power Pack has 33% more clutches than stock and the lining is 50% wider than stock resulting in 100% more clutch lining area. Combine this with better clutch material and higher pressure and that equals way over 100% more clutch holding power. This isn't the Power Pack listed above. Call Blake to order at 1-888-2012066. Call for availability, these are moving fast! Cost $1099.00

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PATC is proud to bring you our newest 6L80E transmission improvement. When the 6L80E / 6L90E was first released we knew the possibilities were endless. We actually made the decision to purchase 2 new test vehicles to help us develop this transmission, a 2011 AWD GMC Denali and a 2012 Camano 2SS. There are 8 major improvements in our new power hub versus the factory hub. We spared no expense on this one. We started our design by eliminating the clutch hub dampener. This increased the contact area between the shaft and hub by 300%. We then designed our shaft out of 300M billet alloy steel, proceeded by heat treatment for added strength. This also ensures that the splines on the shaft have no chance of twisting off or breaking with heavy shock loads. This makes it ideal for hard launches at the track on big boost motors. The hub is made from 4340 HTSR (Heat Treated Stress Relieved) steel, we then have a Zinc Chromate coating applied for increased durability. This is where things start getting really sweet. We have a redesigned Torrington thrust bearing that has 100% more roller bearings than the factory one. There are also 150% more oil lubes holes on the hub itself. The inside clutch hub corner has a very large radius machined in versus the factory 90 degree angle. What make this really sweet though is the fact we have machined this one piece billet steel hub to accept a Powerglide clutch. This really opened the door for already race proven clutch material and set-ups that we know works, and yes we have developed a Power Pack for this that is turning the world on it's ear yet again. We have the most complete and well designed solutions for this shaft and clutches on the market. This was engineered in collaboration with engineers from 2 different race industry manufactures. We know this works and have the scientific evidence to back it up.

 

6L80E 4-5-6 Powerglide Upgrade key Features and Benifits:

  • By eliminating the clutch hub dampener we have increased our spline contact area between the shaft and hub by over 300%.

  • We designed our shaft out of 300M billet alloy steel, then it is heat treated for added strength.

  • The hub was made from 4340 HTSR (Heat Treated Stress Relieved) steel, we then have a Zinc Chromate coating applied for increased durability.

  • We redesigned the Torrington thrust bearing to have 200% more roller bearings than the factory one.

  • 150% more oil lubes holes on the hub itself.

  • Machined this one piece billet steel hub to accept a Powerglide clutch.

Our newest design to the 4-5-6 Power Pack is no accident. This is an evolution of over 4 years of research and development with a 8 man design team consisting of 3 engineers, and 5 industry leading R&D Technicians with over 100 years combined transmission experience. In our design process we have used and tested this 6L80E Power Pack using 4 completely different friction materials, 6 different thickness steels, and used 3 different clutch counts. This research was done both in house on our transmission dyno and on our 2 test vehicles and in conjunction with several different race teams. In our test vehicles we experimented with different approaches and set-ups for both the AWD Denali and the Chevy Camaro. We did this to observe the differences in wear rates between a 3700lb car and a 6400lb SUV. Fast forward 2 years and many, many gallons of transmission fluid later we have a product that has been tested with several race teams in both of our test vehicles and on our dyno. This combo does not cone when increased pressures are applied and holds extremely well. We have entertained in this process changing out the apply piston for a wider base, which there are a few attempting this, but in investigating this our engineer's found that you are sacrificing the amount of release oil than can be applied, because of the smaller surface area. In the high performance transmission world everyone knows the release is just as important as the apply. You want no drag during shift change. In the picture below you can see the new clutch plate is 50% wider than the the stock size 6L80E clutch plate.

We experimented with many types of clutch material over the past three years. But when teardown time came it was obvious that the Alto Red Eagle friction material provided better wear characteristics than this generation of the Carbonite friction material. The deciding factor was in the final stage of thermograph testing that indicated a slightly lower temperature at sustained high RPM's. This redesigned Power Pack will hold 8 frictions and 7 thick heat treated Kolene steels. We know if you go too thin on the steels they will not be able to dissipate the heat and warp up.

   

On the left we have a picture of the stock size 4-5-6 clutch plate versus the Powerglide clutch below it. You can see the larger surface area the Powerglide clutch will yield us. There's another benefit with this clutch. It's a 2 sided friction clutch that has excellent heat dissipation properties.

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PATC's 2012 Bumblebee Camaro and 2011 Denali used for testing our 6L80E Power Hub and Power Pack.

#400BT. Bolt Together 9 1/2 inch torque converter. Fits TH400, TH350 and Powerglide. This converter comes in stall speeds of 2000 to 6000 RPM. Rated at 1500 horse power and comes equipped with the 22 element Super Sprag. You can clean and change stall speeds yourself. A Bolt-Together Torque Converter gives you the ability to make stall speed changes at the track. Added 11-22-2011. Cost $1295.00

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Stall Speed ?

 
#CGMM. 4BT / 6BT Cummins to GM truck engine mount brackets. Fits 1973 to 1987 full size GM trucks. These brackets are black powder coated. Added 11-22-2011. Cost $259.00
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6L80E Cast Aluminum Pan

#6L80P. 6L80E Deep Cast Aluminum Pan. This pan only fits 6L80E truck transmissions. Low profile and 6L90E pans coming soon. Added 10-20-2011. Cost $249.00

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" Extreme Duty 6L80E Combo Kit "

#6L80ECK. You get the #6L80EMK Alto Red Eagle Pterodactyl Kit - #1 Master Rebuild Kit with two Power Packs, #1TWS two welded shafts with drums, #6L80S billet intermediate shaft and hub plus the #90F 6L80E jumbo filter all for $1887.00. This is 10% off of the regular price. Added 10-1-2011. Plus get a 10% discount on other performance / heavy duty parts for your build.

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  _DSC2778.JPG (249930 bytes)  _DSC1948.JPG (65434 bytes)  6L80E 6L90E    6L80E 6L90E Shaft 

Check out this special deal. Buy any #6L80ECK Combo Kit this week and receive a 25% discount on any of our PATC / 6L80E performance torque converters. Read the torque converter descriptions at www.partshp.com/Converters.htm . You must buy a #6L80ECK Combo Kit to get this torque converter price.

_DSC3212.JPG (72474 bytes) #88-6L80, - with kit $674.25

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Stall Speed

_DSC3221.JPG (13823 bytes) #88-6L80-2, - with kit $674.25

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Stall Speed

_DSC3216.JPG (31865 bytes) #88-6L80-9, - with kit $674.25

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Stall Speed

" 48RE Mega Viper Combo Kit "

#K48RE. Fits Dodge 48RE Late 2003 On. You get  the Alto master rebuild kit with all four sets of RedEagle clutches and all four sets of Kolene steels, #EHP. It comes with a direct clutch PowerPack with 6 clutches and a #4ED Carbon Fiber flex band. This band is 2 1/8 inches wide. Plus a Transgo 48RE Shift Kit, #2-48RE. Transgo Shift Kits instantly reprogram automatic transmissions for high performance and durability. This is the master kit we use in our performance Viper transmissions. You also get the Sonnax 16% oversize intermediate Super Servo, the Sonnax 4 ring billet aluminum accumulator piston for a leak free seal and the Power Wedge unbreakable intermediate band anchor.

HPIM1163.JPG (55785 bytes)         

You get the #EHP Alto master rebuild kit with all Red Eagle clutches, direct Power Pack and all Kolene steels, the #4ED Carbon flex band and the Transgo 48RE Shift Kit. Transgo Shift Kits instantly reprogram automatic transmissions for high performance and durability, Sonnax oversize band apply servo and leak free accumulator piston, plus the unbreakable Power Wedge. All six part numbers for $546.00. Added 10-1-2011. Add a heavy duty strut and low / reverse servo plus a filter if desired. SAVE $60.00 HERE !, 10% OFF

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Check out this special deal. Buy this #K48RE Viper super master rebuild kit this week and receive a 25% discount on any of our PATC performance 48RE torque converters. Read the torque converter descriptions at www.partshp.com/Converters.htm . #8DX and #8DXX are diesel converters. You must buy the #K48RE kit to get these torque converter prices. Plus get a 10% discount on other performance / heavy duty parts for your build.

 

 

 

 

 

 

 

#8DX. with kit $487.50
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#8DX. with kit, has billet piston $600.00
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#8DX. with kit, has billet piston and billet stator $723.75
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#8DXX. with kit, has 3 clutches and billet piston. $806.25

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#8DXX. with kit, has 3 clutches, billet piston and billet stator. $930.00

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#8DXX. with kit, has 3 clutches, billet piston and billet steel stator. $1030.50

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#57BFP. 10% off with kit, billet flex plate. $359.10

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#7F. 10% off with kit, billet input shaft and hub. $625.50

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#4N. 10% off with kit, rigid front band upgrade. $143.10

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48RE_RearBand.jpg (14488 bytes) #4RB. 10% off with kit, 48RE rear band. $62.10
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#F9. 10% off with kit, 48RE filter. $12.60
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#14210. 10% off with kit, Derale Deep Cooler Pan. 134.95
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It doesn't get any better than this folks, now you can have your parts and save money too. You may be eligible for other discounts on any parts needed for your rebuild, if you buy them at the same time as the master rebuild Combo Kit.

There will be a $175.00 core charge added to all Dodge diesel torque converters.

 

 

 

722.6 Dodge "Mercedes"  High Performance Torque Converter

Fits HEMI: 2008-Present Dodge Challenger,  2006-Present Dodge Charger,  2005-Present Chrysler 300,  2005-2008 Dodge Magnum

 

 

 

 

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722.6-1.jpg (7553 bytes)  #722.6TC. In summery this HEMI torque converter has 50% more clutch apply area for 50% more holding power, better clutch material, better clutch steels, better CNC machined billet stator, TIG welded fins and a much higher stall speed. Added 9-17-2011. Cost $899.00

Dodge 722.6 HEMI Torque Converter, Click Here

#PT4R75. Fits 4R75E/W Transmissions. PowerTow Selective Action Performance Packages are specifically designed and tested for hauling, fleet and commercial units. This kit includes "Programmer Friendly" performance levels. Specifically developed for today's hard working computer controlled automatic transmissions. Added 9-15-2011. Cost $168.00

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Includes: * New Billet Aluminum Double-ringed 2/3 Accu-seal Piston * Complete Steel "No Ream" PR Valve/Boost Train * Simplified Instructions - 3 Levels of Calibration - Programmer Friendly * Steel BCC Boost Valve and Sleeve * "Super Tough" Plate Included to Replace Often Cracked Stock Separator Plate * 2/3 Steel End Plug w/O-ring * Many other Superior Favorites Included = Extra Value! * The Only Stand Alone 4R75 Kit Specifically Developed for F-150 Trucks (Will Fit Grand Marquis/Crown Vic, Police, Taxi and Mustang) *

 

 

 

 

 

 

 

6L80E / 6L90E Pump Alignment Tool

 

 

6L80E_Pump_Tool.jpg (62811 bytes)  As 2006-up GM vehicles with 6L80E’s come in for service, proper pump stator to bell housing alignment is a critical component of a lasting rebuild. T-46664AC is up to the task! This tool is CNC'd from hardened steel and then heat treated. Added 9-7-2011. Cost $209.00

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6L80E and 6L90E Custom Tuning

 

 

The new GM 6 speed transmissions are an absolute engineering marvel. With over 400 Parameters for transmission logic it's a very complicated transmission by design, however mechanically it's very durable and stronger than its 4 speed brothers when tuned correctly. We offer complete dyno proven transmission tuning logic options to bring the new 6 speed transmission to life. Our tuning is designed to work with our components or factory components as well. With over 15 years of tuning experience we offer the complete package for any vehicle. There are tremendous drivability and performance benefits to be gained by simply tuning just the transmission control module of the new GM 6 speeds. However in saying this, there are also a ton of mistakes to make as well. Our logic module was designed in close relationship with the engineers and design team to bring the most reliable 6 speed algorithms' on the market. With careful consideration to, friction coefficients, apply / release timing, and extensive thermograph testing, we took a scientific approach when tackling the new 6-speeds. Call Blake at 1-888-2012066 for pricing and questions. Fill in the shopping cart to the right and we will call you for details.

6L80E Custom Tuning

 

 

4L60E to 4L80E Conversion Tuning

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

4L80E Custom Tuning

Why is tuning so important for my late model transmission?

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

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

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

 

" Billet Aluminum "

1994 to 1998 4th Generation Mustang Crossmember

 

 

 

#RCM4. This billet aluminum transmission crossmember provides unique G-Force styling with the strength of billet. Designed as a direct replacement for 1994 - 1998 Mustangs. It also provides clearance for dual exhaust systems. This crossmember provides a level of function that is equal to it's great looks and styling. Added 8-7-2011. Cost $159.00

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G-Force BatWing Crossmember

 " 4L80E 1967 to 1981 F & X Body "

 

 

 

 

 

 

 

 

 

 

 

4L80E 67-69 F-Body, 68-74 X-Body. Cost $259.00
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4L80E 70-74 F-Body. Cost $259.00
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4L80E 75-81 F-Body. Cost $259.00
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#68M. 68RFE transmission rebuild manual. Added 8-2-2011. Cost $35.00

 

 

68RFE Manual

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Extreme Duty RAM 68 Super Master Combo Kit

#68SMCK. Now you can build your own 68RFE Megalodon. It comes with everything pictured below plus both filters. You get the triple clutch billet torque converter with a low stall billet aluminum stator, our extreme duty low / reverse roller clutch, Alto Red Eagle Master Kit with molded pistons and two Power Packs plus Kolene steels, Sonnax line pressure booster and a Transgo #45SK Shift Kit. As a final touch the PATC Billet 68RFE input shaft has been added. The price reflects a discount plus free freight in the lower 48 states. Added 8-7-2011. Cost $3162.00.

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There will be a $200.00 core charge added to all 68RFE diesel torque converters.


C6 Performance Alto Red Eagle Master Kits with Power Packs

 

 

#23FDPP. Alto Red Eagle Master Rebuild Kits for C6 transmissions. Includes Forward and Direct Red Eagle Power Packs. Add filter, band and bushings if needed. Added 7-30-2011. We need to know the year.

1967 to early 1976, Cost $319.00

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Late 1976 to 1996, Cost $319.00

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Includes the following:
  • Gasket and Seal Kit
  • Metal Clad Seals
  • Ring Kit
  • All Red Eagle Performance Clutches
  • All High Performance Kolene Steels
  • Includes Forward and Direct Red Eagle Power Packs

 

 

 

 

 

 

 

 

 

 

 

 

 

HPIM0509.jpg (57455 bytes) #5XXDPP. 727 high performance master rebuild kit with RedEagle clutches and Kolene steels plus a direct clutch Red Eagle Power Pack, fits 1971 -1997. Master kit contains all gaskets, metal / Teflon sealing rings, metal clad seals and all friction and steel plates to rebuild one unit. Added 7-23-2011. Cost $161.00

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4R70W / 4R75W Performance Alto Red Eagle Master Rebuild Kits

Alto Red Eagle Master Rebuild Kits for 4R70W / 4R75W transmissions. Add filter, band and bushings if needed. 

#5-4R75W. Fits 4R70W / 4R75W transmissions, 2003 up. Overhaul kit contains Farpak gasket and teflon rings. Added 7-23-2011. Cost $386.00

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Combo Performance Master Kits - Save Money Here

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

 

 

 

 

 

 

 

 


C4 Performance Alto Red Eagle Master Kit with Direct Power Pack

#23XXDPP. Alto Red Eagle Master Rebuild Kit with direct clutch Red Eagle Power Pack for 1969-1981 C4 transmissions. Add filter, band and bushings if needed. Added 7-23-2011. Cost $224.00

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45RFE Ultimate Red Eagle Master Kit

#45U. 45RFE / 545RFE Ultimate Red Eagle Master Kit. Includes second clutch, forth clutch and overdrive / underdrive Red Eagle Power Packs. Comes with an overhaul kit with gaskets and seals plus Kolene steels. Added 7-23-2011. Cost $519.00

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#68RMK. 68RFE Red Eagle clutch and Kolene steel master kit with second and forth clutch power packs. Added 7-14-2011. | Cost with molded pistons $662.00. | Cost without molded pistons $562.00.

Ram 68 Red Kit with Molded Pistons
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Ram 68 Red Kit without Molded Pistons
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#ALTL. Allison 1000 4WD Tail Housing (transfer case adapter). This is the OEM replacement for the weaker original design that is prone to break. Added 7-13-2011. (On Sale $549.00.) $649.00

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6L90E STALL CONVERTER

6L90E Twin Disc Furnace Brazed High Stall Converter

#CTSV. This 6L90E torque converter comes on a 2010 up Cadillac CTSV and 2011 up Corvette ZR1. It has two woven carbon fiber clutches. This clutch material is almost impossible to burn up. We can raise your stall speed 800 RPM's for $400.00 plus UPS. Added 8-8-2011.

                            

                                     

 

 

 

 

 

 

 

 

#550. " Turbo Raptor 9 " Fits TH350 and TH400 transmissions. This heavy duty 9 1/2 inch billet converter has furnace brazed fins, hard input splines, balloon plate and bearing construction for added strength. Can be ordered in stall speeds of 2000 to 6000 RPM. Good up to 1000 horse power. This converter has a very fast spin up time. Added 7-13-2011. Cost $550.00

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Stall Speed

 

 

 

 

 

 

 

 

#2B. _DSC3750.JPG (27559 bytes) " Billet Super Street Raptor " Fits 700R4, 200-4R and non-LS1 4L60E transmissions (1982-1997). This full size 12 inch converter is balanced, has furnace brazed fins, bearing construction and a wider carbon fiber clutch. This billet lock-up torque converter can be ordered with stall speeds of 1200 to 2800 RPM. Can be used with Nitrous. Added 6-7-2011. Cost $574.00

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Stall Speed
Input Spline Count


 

 

 

 

 

 

 

 

Ford  Lightning

#3L. _DSC3741.JPG (15906 bytes) This is a 9 1/2 inch full billet converter, billet front cover, billet flanged hub, billet apply piston and billet turbine spline. This racing converter has a very large lock-up clutch and fast spin-up time. Fits both E4OD and 4R100 transmissions, both 4 bolt and 6 bolt. Can be ordered in stall speeds of 2000 to 5000 RPM. Added 6-7-2011. Cost $1065.00

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Stall Speed

#7L-4X4. 1996 Up Extreme Duty 4WD Output Shaft for Dodge 46RE / 47RE / 48RE Transmissions. This unit MUST be used with a 29 spline transfer case. Increased shaft diameter from 1.230" to 1.480" for an additional 20% + strength increase. Added 6-4-2011.Cost $725.00

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#7L-TC.This 29 Spline Input Shaft is for the NV241 Transfer Case. Use with the shaft to the left. The larger 29 spline input shaft is used with standard transmissions. Added 6-4-2011. Cost $225.00

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Level 3 5R110W Combo Kit

#K110-3. The level three 5R110W Combo Kit comes with a Transgo HD2 Reprogramming Kit for better shifts. A Master Kit with two Alto Red Eagle Power Packs and Kolene steels are included for more holding power. The kit comes with molded pistons and updated Low / Reverse one way clutch snap ring. This Combo Kit comes with a high performance / heavy duty Triple Clutch Torque Converter. This converter is a multi disk design with three friction surfaces and has much more holding power. Other upgrades include a Hardened Billet Steel Input Shaft and valve body pressure switch O-ring end plugs. When we pull the parts to build a level three 5R110W transmission this is the exact parts list. This price reflects a 4% discount and free freight in the 48 continental United States. Added 5-21-2011. Cost $1546.00

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                    5R11W-ORING.jpg (54210 bytes)

Level 4 5R110W Full Billet Combo Kit

#K110-4. The level four 5R110W Full Billet Combo Kit comes with a Transgo HD2 Reprogramming Kit for better shifts. A Master Kit with two Alto Red Eagle Power Packs and Kolene steels are included for more holding power. The kit comes with molded pistons and updated Low / Reverse one way clutch snap ring. This Combo Kit comes with a high performance / heavy duty Triple Clutch Billet Torque Converter. This converter is a multi disk design with three friction surfaces and has much more holding power. Other upgrades include a Hardened Billet Steel Input Shaft and valve body pressure switch O-ring end plugs. Plus you get our Billet Intermediate Shaft, Billet Rear Ring Gear Hub and a Derale extra deep Cooler Pan. When we pull the parts to build a Full Billet level 4 5R110W transmission this is the exact parts list. This price reflects a 4% discount and free freight in the 48 continental United States. Added 5-21-2011. Cost $2790.00

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                _DSC3103.JPG (65089 bytes)    5R11W-ORING.jpg (54210 bytes)  5R110_Coming_Soon-3.jpg (23878 bytes)    _DSC2838.JPG (135985 bytes)  5R110_BILLET.jpg (57236 bytes)

 

 

 

 

 

 

 

 

#25S. We have addressed the weakest part of the 5R110W transmission with our 5R110W Billet Intermediate Shaft. This is an upgrade for your diesel, off-road and drag racing applications. Improvements start with a SELECT ALLOY that has been heat treated for durability plus it's radius increased in critical load areas to withstand the increased power output of today's vehicles. The early has 94 teeth and the late has 99 teeth. The 2006 and 2007 can go either way. Cost $700.00

Early
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Late
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PATC 727 to 518 Deluxe Conversion Kit

#727518DK. This is the fully electronic no vacuum needed deluxe kit for the 727 to 518 swap. Made for diesels without vacuum and big cam gas motors with low vacuum. Comes with two governor speed sensors, throttle position sensor, electronic control unit, carburetor bracket and a shift solenoid pigtail. It is 80% pre-wired. What this kit does is makes a 518 transmission shift without a computer. Can be made for a non-lock-up torque converter for $18.00 less. Added 5-10-2011. Cost $325.00

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Overdrive
Converter Lock-Up

727 to 518 Video Installation Instructions, Click Here

 

 

 

 

 

 

 

 

#46RT. 46RE, 46RH, 518, 727 Low / Reverse Servo Spring Retainer. These are bad about bending from heavy spring pressure. This one is approximately 70% thicker than a stock retainer. Added 5-4-2011. Cost $29.00
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46re Ratainer

" 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. Added 5-4-2011. Cost $726.00 for the 93 - 96 and $803.00 on the 1997 up.

1993 - 1996
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1997 - 2002
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2003 - 2008
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      BILLET ROTOR 700R4 4L60E    IMG_1159-2.jpg (16171 bytes)      SuperBand.JPG (91407 bytes)    HPIM0571.JPG (37320 bytes)  HPIM1273.JPG (420320 bytes)  IMG_0586.JPG (160231 bytes)  _DSC2143.JPG (168035 bytes)        IMG_1088.JPG (43873 bytes)  IMG_1091.JPG (51315 bytes)         

Check out this special deal. Buy this level 3, 700 E-Raptor super master rebuild kit this week and receive a 25% discount on any of our PATC / 4L60E performance torque converters, you pay the freight on the converter. Read the descriptions near the bottom of the page (www.transmissioncenter.net/4l60e.htm). You must buy the #803 or #589 kit to get these torque converter prices.

_DSC3126.JPG (71884 bytes) #2. with kit $221.25
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Stall
_DSC3135.JPG (133555 bytes) #2X. with kit $299.25
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Stall
#2L. with kit $255.00
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Stall Speed
#5X. with kit $438.75
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Stall Speed
Input Spline Type
_DSC3154.JPG (23403 bytes) #2L-11. with kit $330.00
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Stall Speed
#MR-1. with kit $449.25
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Stall Speed
Input Spline Type
#5LX. with kit $485.00
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2. with kit $596.25
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2L. with kit $596.25
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Stall Speed

" 700 E-Raptor 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. Added 5-1-2011. Cost $512.00 for the 93 - 96 and $589.00 on the 1997 up.

1993 - 1996
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1997 - 2002
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2003 - 2008
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          IMG_1159-2.jpg (16171 bytes)      SuperBand.JPG (91407 bytes)    HPIM0571.JPG (37320 bytes)  HPIM1273.JPG (420320 bytes)  IMG_0586.JPG (160231 bytes)  _DSC2143.JPG (168035 bytes)    IMG_1088.JPG (43873 bytes)  IMG_1091.JPG (51315 bytes) 

Check out this special deal. Buy this level 2, 700 E-Raptor Junior super master rebuild kit this week and receive a 25% discount on any of our PATC / 4L60E performance torque converters, you pay the freight on the converter. Read the descriptions near the bottom of the page (www.transmissioncenter.net/4l60e.htm). You must buy the #589 or #803 kit to get these torque converter prices.

_DSC3126.JPG (71884 bytes) #1. with kit $131.25
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Stall
_DSC3126.JPG (71884 bytes) #2. with kit $221.25
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Stall
#2L. with kit $255.00
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Stall Speed
_DSC3135.JPG (133555 bytes) #2X. with kit $299.25
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Stall
#5X. with kit $438.75
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Stall Speed
Input Spline Type
#MR-1. with kit $449.25
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Stall Speed
Input Spline Type
#5LX. with kit $485.00
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2. with kit $596.25
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Stall Speed
_DSC2996.JPG (145927 bytes) #MR-2L. with kit $596.25
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Stall Speed

 

 

 

 

 

 

 

 

 

 

 

6L80E 6L90E Shaft

Available for both 6L80E and 6L90E.

#6L80S and #6L90S. Added 4-11-2011. Cost $740.00

  • Developed as a stronger replacement for the problematic failure of the OEM shaft when high horsepower, superchargers and turbos are used.

#6L80S  6L80E
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#6L90S  6L90E
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  • Eliminated Hub Dampener with increased contact area between the hub and shaft by 300%.
  • Made from 300M alloy steel and heat treated for additional strength and durability.
  • Heavy duty Torrington bearing with double the roller count of the OEM bearing.
  • Design also incorporates the locating groove for the OEM bearing.
  • This shaft is a 100% drop-in item.

 

 

 

 

 

 

_DSC2573.JPG (93703 bytes) #52-90. 4L80E Cast Aluminum Dust Cover for a LS1 motor only (*see note). For 4WD and 2WD. Held on to the transmission with four bolts. Don't buy this one unless you have a LS1 motor and a 4L80E with a 7 bolt bell housing bolt pattern. Cost $99.00

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* The early type non-LS1 4L80E dust cover is no longer made. If you have a 4L80E and a non-LS1 motor buy this dust cover plus the #52DC inspection plate below.

#52DC. 4L80E Dust Cover Inspection Plate. This is a custom made inspection plate for the LS1 type 4L80E dust cove above so it can be used with NON-LS1 type motors. Added 4-6-2011. Cost $49.00

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4L80E Dust Cover

" The Indestructible "

BILLET ROTOR 700R4 4L60E #13BR. 700R4 / 4L60E / 200-4R 10 or 13 Vane Billet Steel Pump Rotor. Made from 4140 steel then heat treated. The stock pump rotor has been known to explode with very fast acceleration due to sudden centrifugal force shock. Added 4-5-2011. Cost $165.00

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5R110W Billet Rear Ring Gear Hub

Introducing the solution for the O.E.M. 5R110 rear ring gear hub failure. The hub is precision CNC machined from billet 4140 HTSR steel and will handle the demands of high torque and heavy duty applications where the OEM powdered metal hub fails. Add reliability and strength to the 5R110 with another superior billet alloy part.

#25H. 5R110W Billet Rear Ring Gear Hub. Added 3-25-2011. Cost $259.00. Call Blake @1-888-2012066.

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To the right we show a side by side comparison of the factory rear ring gear hub beside our billet rear hub, these not only have a tremendous amount of rigidity, but we have tested these with over 2,000 ft. lbs of torsional load.

 

 

 

 

 

 

mustang transmission mount







#94PM. Early Mustang AOD Conversion Poly Mount. Transmission mount for 1964 - 1973 Mustang AOD transmission conversions. Added 3-25-2011. Cost $39.00

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Complete Line Pressure Booster Kits, Here

 

 

 

 

 

 

 

 

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 large ratio boost valves 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.

#700R4-LB1. 700R4 Line Pressure Booster Kit. Added 3-19-2011. Cost $16.00

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#90F. 6L80E Jumbo Filter. This filter has a 50% larger intake port opening than the factory units found on Corvettes and Camaros. Plus the filter is 50% larger for less restriction at higher RPM's. Added 3-16-2011. Cost $24.00

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Alto / PATC Red Eagle Master Kit for 6L80E / 6L90E Transmissions

" 6L80 Pterodactyl Master Kits "

#6L80MK. " Pterodactyl Kit - #1 " - Complete 6L80E / 6L90E Master Kit with the 3-5-R and 4-5-6 Alto Red Eagle Power Packs, plus our exclusive PATC / Alto Kryptonite clutch lining on the other clutch sets. This master kit is made exclusively for PATC by Alto. Includes all clutches, steels, gaskets and seals. Added 3-16-2011 | 6L80E Cost $786.00. | 6L90E Cost $826.00.

6L80E Pterodactyl Kit #1
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  _DSC2778.JPG (249930 bytes)  _DSC1948.JPG (65434 bytes)  6L80E 6L90E

#6L80MK. " Pterodactyl Kit - #2 " - Complete 6L80E / 6L90E Master Kit with the 3-5-R and 4-5-6 Alto  Red Eagle Power Packs, plus high energy Borg Warner clutch lining on two of the other clutch sets. Includes all clutches, steels, gaskets and seals. Added 4-5-2011 | 6L80E Cost $746.00. | 6L90E Cost $786.00.

6L80E Pterodactyl Kit #2
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6L90E Pterodactyl Kit #2
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  _DSC2778.JPG (249930 bytes)  _DSC1948.JPG (65434 bytes)  _DSC3685.JPG (379280 bytes)

#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. Added 2-25-2011. Cost $75.00
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  4BT 6BT ADAPTER  4BT 6BT ADAPTER

5R110W Shaft, Planet, Hub

68RFE Pump 68RFE Pump 68RFE 68RFE Pump Problem

#68P. 68RFE New OEM Complete Pump. These are known to give problems. No core charge. Added 2-2-2011. Cost $633.00

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#23RK-5R110W. 5R110W Transgo HD2 Reprogramming Kit. Fits 5R110W transmissions 2003 - 2008. Added 1-24-2011. Cost $158.00
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Alto Red Eagle Super Master Kit for 5R55S / 5R55W

#55SRMK. 5R55S / 5R55W Super Master Kit for 2005 to 2010 Mustangs. This kit comes with all Alto Red Eagle clutches and Kolene steels plus two Red Eagle bands and an overhaul kit. Fits some Explorers with 5R55S or 5R55W transmissions. Added 1-11-2011. Cost $378.00
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#55SB. 5R55S, 5R55W 2002 Up, Alto Red Eagle band. Two required per transmission for second and overdrive. Added 1-12-2011. Cost Each $17.00
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#1TWS and #2TWS. In our extensive testing with the 6L80E / 6L90E transmissions we have observed repeated shaft failure at the joint between the shaft and drum. Reinforcement of the area will eliminate the problem. We TIG weld the two shafts in this weak area. Added 1-10-2011. Cost for both 6L80E or 6L90E shafts $499.00.

Return your old 6L80E / 6L90E shafts in perfect condition for a $200.00 refund.

#1TWS  6L80E
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#2TWS  6L90E
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COMING SOON: PATC is in the final stages of development of our new 4-5-6 clutch Power Pack with 80% larger apply surface and our newly designed Power Hub.

 #68SPRAG. 68RFE New OEM Low / Reverse Sprag. Added 1-6-2011. Cost $69.00

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IMG_0860.JPG (86361 bytes) _DSC2212.JPG (66016 bytes) HPIM1565.JPG (312017 bytes)

#24-5R110W-RMK. 5R110W Performance Master Kit complete with all clutches, steels, overhaul kit, both forward and direct Red Eagle Power Packs with Kolene steels. The other clutch sets are Alto Kryptonite lining. The 03 / 04 kit comes with all red clutches and all Kolene steels and the 2005 up kit has three sets of red clutches with Kolene steels plus Kryptonite lining on the other clutches. Sold with or without molded pistons. Added 1-3-2011.

Without Molded Pistons, Cost $542.00
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With Molded Pistons, Cost $642.00
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#34034T-01. TH350 / TH400 Teflon Pump Bushing. Worn babbit pump bushings in TH350, TH400, Powerglide and Allison AT540 units allow the converter hub and inner pump gear to move off-center, causing damage to the pump gears and pump housing crescent. Sonnax pump bushing 34034T-01 is a direct replacement part that is better fitting than OE. Extremely wear resistant, this Teflon lined Kryptonite bushing helps maximize the life of these older and increasingly rare pumps. Added 12-25-2010. Cost $7.00

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Features & Benefits
• Highly wear-resistant Teflon® lining for maximum durability
• Tight tolerance for improved fit
• Longer pump life
• Direct replacement part with no machining required
(including Allison Part No. 29511860)

68RFE Low / Reverse Roller Clutch

_DSC3413.JPG (34198 bytes) _DSC3412.JPG (107399 bytes) #68RC. Replace the failure prone low / reverse sprag in your 68RFE transmission with this much stronger roller clutch. This is the main weak point in the 68RFE transmission. If you have a performance engine and tow heavy loads this is the part you need. The 68RFE low and reverse clutch is only on when the output shaft speed is below 150 RPM. So when your doing hard accelerations or burnouts and the driveshaft speed reaches 150 the clutch releases and drops back on the low and reverse sprag. The OEM type sprag will not tolerate this too many times before it will flip the drive dogs. Result is no 1st gear and 2nd gear starts. Added 12-7-2010. Cost $625.00

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Smart Shell

_DSC3379.JPG (63683 bytes) 77749-02K-2.jpg (14504 bytes) SmartShell.jpg (94896 bytes) #77749-02K. The new Smart Shell has heat treated lugs, a reinforced hub and the thrust washer is replaced with a thrust bearing. The weak point of the rear planet gear is the captive rear planet bearing. This shell takes the load off of this bearing. Fits 700R4, 4L60E, 4L65E and 4L70E transmissions. Added 11-25-2010. 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.

_DSC3331.JPG (516767 bytes)  

 

 

#5MK. 4L80E Master Rebuild Kit with 3 Red Eagle Power Packs and Kolene steels for 1st, 2nd and 3rd and Red Eagle clutches (4 overdrive clutches and 3 overrun clutches) and Kolene steels for the overdrive and overrun clutch sets plus an overhaul kit. This is the Master Kit we use on our performance 4L80E transmissions. Fits 1997 up only. Added 11-11-2010. Cost $491.00

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" 68RFE Triple-Disk Billet "

" Triple-Disk " Cummins Diesel 68RFE Triple Clutch Billet Converter with a Billet Apply Piston. The billet CNC piston will not flex. It has 112 square inches of RED clutch apply surface compared to 50 square inches in a stock converter. This is a whopping 124% increase in apply area. Yes that's over twice the holding ability of a factory converter plus a much better clutch lining.

_DSC3084.JPG (31961 bytes) _DSC2963.JPG (237459 bytes) _DSC3078.JPG (27561 bytes) _DSC3086.JPG (38423 bytes) _DSC3190.JPG (114675 bytes) #68B. 68RFE Triple Clutch Billet Torque Converter complete with billet aluminum Low Stall Stator. Added 10-1-2010. Cost $1425.00

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$134.00, Steel Stator Upgrade from Aluminum Low Stall Stator
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There will be a $275.00 core charge added to all 68RFE diesel torque converters.

_DSC2947.JPG (109930 bytes) _DSC3190.JPG (114675 bytes) #8DXX. " Triple-Disk " Cummins Diesel 618 / 47RE / 48RE Triple Clutch Billet Converter with a Billet Apply Piston. The billet CNC piston will not flex. It has 112 square inches of red clutch apply surface compared to 35 15/16 square inches in a stock converter. This is a whopping 212% increase in apply area. Yes that's over three times the holding ability of a factory converter. Cost $1075.00. Can be ordered in a lower stall speed with the billet stator option. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers a low stall stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance. Added 9-18-2010.

#8DXX $1075.00
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#8DXX with Billet Stator Option $1240.00
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Caution: Tire Shredding Neck Snapping Torque !

If you desire demonstrative torque and incredible efficiency we have your stator option !

  #8SS. Redesigned Velocistator blade count and profiles combine to improve the fluid coupling, transferring more torque to the rear wheels resulting in lower temperatures, increased fuel economy and vehicle performance. The Steel Velocistator Option can be added to the two above torque converters or bought separately. This stator will lower the stall speed approximately 500 RPM. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers this low stall steel stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance. Greatly increased window opening size and increased fluid velocity allows us to provide you with the highest efficiency stator on the market today. The Velocistator is machined from high strength billet steel and built specifically for diesel engines with aftermarket power adders. The steel Velocistator is for very high torque engines. Added 9-23-2010. Can be substituted for the billet aluminum low stall stator as a $134.00 upgrade. Steel Stator Cost $299.00

Steel Stator Upgrade from Aluminum Low Stall Stator
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_DSC2959.JPG (89969 bytes) _DSC3190.JPG (114675 bytes) _DSC3203.JPG (57817 bytes) #8DX. Cummins Diesel single clutch billet converter. Cost $650.00. Can be ordered with a billet clutch piston with a large oversize clutch. The billet CNC piston will not flex. This converter has a red lining that is 38% larger than a stock clutch. Can be ordered in a lower stall speed with the billet stator option. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers a low stall stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance. Added 9-18-2010.

#8DX. $650.00
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#8DX with Billet Clutch Piston Option $800.00
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#8DX with Billet Clutch Piston & Billet Stator Options $965.00
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There will be a $275.00 core charge added to all Dodge 47RE 48RE torque converters.

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

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

PATC Torque Converter Video, Click Here

_DSC2936.JPG (253857 bytes) #3LT. TH400 Dip Stick with a locking top to prevent blow-out and make a positive seal. Fits all TH400 Transmissions. Added 9-18-2010. Cost $45.00

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_DSC2942.JPG (41658 bytes) #90L. Stock capacity transmission pan for Ford C6 transmissions has a low profile for full size 1960's and 1970's cars. This cast aluminum pan is 3 5/8" deep in front and 2 7/8" deep in the rear. Added 9-18-2010. Cost $210.00

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#66S. TH400 Billet Steel Input Shaft. This shaft has stock size spline going into the input drum and must be used with a stock drum. You may never see this price again. Added 9-18-2010. Cost $69.00

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#LUK1. LUK Dual Mass to Single Mass Flywheel Conversion Kit. Fits Ford 7.3L Power Stroke diesel 1999 to 2003. Converts your dual mass flywheel to a single mass flywheel at a great savings. No hydraulics included. Added 9-18-2010. Cost $549.00

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" Billet Aluminum "

1979 to 1993 Fox Body Mustang Crossmember

#RCMFB. This is a direct bolt-in for 1982 -1993 Mustangs with 4 1/2 inches between the crossmember mounting brackets. On 1979 to 1981 Mustangs with 2 3/4 inch measurement between the crossmember mounting brackets the brackets must be relocated. Fits standard and automatic transmissions. This crossmember is installed with the taller hump on the passenger side. It must be used with a transmission mount using bolts rather than studs. Added 8-28-2010. Cost $149.00

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#54. Ford 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. Simply measure your mounts to match the measurements shown. Fits the above #RCMFB crossmember. Comes with two special bolts to fit the #RCMFB crossmember above. Cost $41.00

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Product Line Part Summary

#24EP. 5R110W Valve Body End Plug. The original design of 5R110W valve body included five hydraulic pressure switches. Although these switches were never actually enabled by OEM or monitored by the computer, early valve bodies came through with all five switches installed as dummy plugs to seal up their circuits. Later valve bodies have all pressure switches except the Direct Clutch pressure switch removed, and left the locations in the casting unbored to essentially seal the circuit. The remaining OEM direct clutch pressure switch in the late valve bodies is still not enabled or computer monitored. With the excessive high line pressure that is a frequent problem in these units, it is common to find the OEM pressure switches/dummy plugs damaged. This can result in loss of shift solenoid control pressure and shift complaints. Five plugs required per transmission. Added 8-17-2010. Cost $8.00

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#24SR. 5R110W Low / Reverse One Way Clutch Snap Ring. A common failure in the 5R110W occurs when the low/reverse retaining ring “pops out” of the case groove, causing slips in reverse and severe damage to the case lugs. When moving in reverse, the pressure plate can have some radial movement in the case. This movement walks the retaining ring out of its groove. The Sonnax heavy duty retaining ring is wider and slightly thicker, providing more outward tension than other available replacement rings. The increased tension and extra stiffness help keep the ring seated securely in the case groove. This retaining ring can be used in both gas and diesel applications. Added 8-17-2010. Cost $14.00

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PowerTow.JPG (66222 bytes) 210-Web1.jpg (1067929 bytes) #4R100PT. E4OD / 4R100 Power Tow Kit. PowerTow Selective Action Performance Packages are specifically designed and tested for hauling, fleet and commercial units. This kit includes "Programmer Friendly" gas or diesel performance levels. Specifically developed for today's hard working computer controlled automatic transmissions. Fits all years. Added 8-14-2010. Cost $129.00

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1. Specifically Designed To Be Programmer Friendly 2. Works on Gas or Diesel 3. Firms Shifts and Increases Holding Power 4. Reduces Clutch Slippage - Less Heat Build-up 5. Increases Cooler Flow & Upgrades Lube Circuits 6. Allows Full Time Lube To Parts 7. Several Different Levels of Performance 8. Works on E4OD & 4R100 Transmissions 9. Can Be Installed In-Vehicle, During Rebuild or Upgrading Torque Converter / Internals

_DSC2858.JPG (50945 bytes) #C6LS. C6 Custom Built Long 4WD Output Shaft. This shaft is custom built by PATC and then hardened, 19 inches. The original shaft was 18 1/2 inches long and came on some 1978 4WD trucks and others. They're almost impossible to find anywhere. Added 8-14-2010. Cost $217.00

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5R110W Forward Power Pack

_DSC2881.JPG (57704 bytes) #24F2. 5R110W 2005 on Forward Red Eagle Power Pack. Replace 4 stock clutches with 5 Red Eagle clutches. This is 25% more clutch apply area plus better clutch lining. This is a problem area on 5R110W transmissions. Added 8-14-2010. Cost $76.00

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_DSC2855.JPG (268325 bytes) #65TB. 4L65E / 4L70E Thrust Bearing Kit. This thrust bearing kit has 7 bearings. Added 7-9-2010. Cost $36.00

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_DSC2850.JPG (280410 bytes) #5RMK. 4L80E Red Master Rebuild Kit with five sets of Red Eagle clutches and all Kolene Steels. Fits all years 1990 to 1996 or 1997 up. Added 7-8-2010. Cost $298.00

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Alto Red Eagle Power Packs for 6L80E Transmissions

The new 6L80E / 6L90E Alto Red Eagle Power Packs are here. The 3-5 direct clutch has 14 single sided clutches and the 4-5-6 overdrive clutch has 18 single sided clutches. These are the two weak points in the 6L80E transmission. This is a 75% larger clutch apply area in the 3-5 clutch and a 50% larger clutch apply area in the 4-5-6 clutch. Nobody else has these Power Packs. Added 5-16-2010. Call Blake at 1-888-2012066 for information and pricing.

SALE !  Cost $95.00

#6L80-1.  3 - 5 Power Pack

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Cost $159.00

#6L80-2.  4 - 5 - 6 Power Pack

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PATC is proud to present to you our new 6L80E power packs. Just as we revolutionized the industry with our 700R4 / 4l60E products we are now proud to bring you the next generation in GM performance. We have been working extensively on the new 6L80E transmission in conjunction with ALTO products and now bring to you our latest creation. The new power packs feature a state of the art friction material that has a higher friction coefficient that is unparalleled to any other clutch disc on the market. We have increase the total clutch apply area by adding more friction clutches to the power pack as well. Higher clutch count = higher apply area. Combined with higher friction surface area this decreases slippage which is a major factor in contributing to premature failure in high performance applications. In developing these clutches we also have introduced thermography, (which is the usage of thermal resolution) to produce a state of the art steel material that not only provides a unmatched mating surface for the clutch but also provides a metal that will not cone or warp under extreme stress.

6L80E / 6L90E 3-5 Clutch Instructions: For the 3-5 clutch to work correctly in a performance application you must have .070" to .072" stack up clearance. To obtain this clearance you will need to machine .025" to .035" off of the 3-5 clutch backing plate.

COMING SOON: PATC is in the final stages of development of our new 4-5-6 clutch Power Pack with 80% larger apply surface and our newly designed Power Hub.

" 700 Raptor Junior Real Deal Kit "

Raptor In a Box

Level 2, 700 Raptor Junior Super Master Rebuild Kit

#545. Included in the kit is everything you need to build our level 2 original 700 Raptor Junior Transmission the worlds first true performance 700R4 transmission. This kit is for 1987 to 1993 700R4 transmissions only. Here's what you get, the Fairbanks oversize billet intermediate servo and the Fairbanks oversize billet overdrive servo. The Sonnax oversize .500" pressure valve and oversize low / reverse 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 torque converter lock-up kit, complete thrust washer kit and an Alto master rebuild kit. The master kit comes with all TransTec gaskets, seals and rings. You get a filter, Beast shell, 2 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 Raptor Junior transmission this is the exact parts list. Added 6-13-2010. This price reflects the discount and free freight. Cost $554.00

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" 700 Raptor Real Deal Kit "

Raptor In a Box

Level 3, 700 Raptor Super Master Rebuild Kit

#660. Included in the kit is everything you need to build our level 3 original 700 Raptor Transmission the worlds first true performance 700R4 transmission. This kit is for 1987 to 1993 700R4 transmissions only. Here's what you get, the Fairbanks oversize billet intermediate servo and the Fairbanks oversize billet overdrive servo. The Sonnax oversize .500" pressure valve and oversize low / reverse pressure valve. A Sonnax elevated pressure regulator spring plus 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 torque converter lock-up kit, 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, 2 new accumulator pistons, Transgo separator plate, 2 performance accumulator springs, performance pump slide spring and a Corvette governor. 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 Raptor transmission this is the exact parts list. Added 6-10-2010. This price reflects the discount and free freight. Cost $673.00

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" 700 Mega Raptor Real Deal Kit "

Raptor In a Box

Level 4, 700 Mega Raptor Super Master Rebuild Kit

#1440. Included in the kit is everything you need to build our level 4, 700 Mega Raptor Transmission the worlds first true performance 700R4 transmission with two OEM five pinion planet gears, Raptor Drive hardened input drum and bearings added to the intermediate shaft. This kit is for 1987 to 1993 700R4 transmissions only. Here's what you get, both front and rear OEM five pinion gears, Raptor Drive hardened input drum, Torque Master kit with 2 bearings added to the intermediate shaft, the Fairbanks oversize billet intermediate servo and the Fairbanks oversize billet overdrive servo. The Sonnax oversize .500" pressure valve and oversize low / reverse pressure valve. A Sonnax elevated pressure regulator spring plus 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 torque converter lock-up kit, 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, 2 new accumulator pistons, Transgo separator plate, 2 performance accumulator springs, performance pump slide spring and a Corvette governor. 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 Mega Raptor transmission this is the exact parts list. Added 6-12-2010. This price reflects the discount and free freight. Cost $1453.00

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#PT1. This pigtail fits 4L60E / 4L80E manual lever position sensors. Fits sensor with 1 plug. Added 6-28-2010. Cost $44.00

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#PT2 and #PT3. These pigtails fit 4L60E / 4L80E manual lever position sensors. Fits sensor with 2 plugs. Added 6-28-2010. Cost #PT2 on left $76.00, Cost #PT3 on right $40.00.

#PT2, Large
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#PT3, Small
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CA108   #CA108. Super Heavy Duty 108 inches long speedometer cable with .150" drive wire. Fits trucks, 18 wheelers and others. Will replace smaller OEM cables. Outer housing size .415". Square tip sizes .104" and .150". Tang sizes .153", .189" and .203. All fittings are snap in on the transmission side. Top side is .104" square drive with 5/8" threads. 7/8" threads on the bottom side. Cost $59.00. Other lengths available on special order from 18" to 300" at a different cost, allow about four weeks on special orders. Added 6-2-2010. Call Kerry at 1-888-8771008.   _DSC2808.JPG (103683 bytes)  
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_DSC2803.JPG (30278 bytes) #60T. 700R4, 4L60E Forward Clutch Inner Lip Seal Installer / Protector Tool and Overrun Clutch Inner Lip Seal Installer / Protector Tool Set. Added 5-25-2010. (OUT OF STOCK) One Set Cost $79.00

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_DSC2767.JPG (28888 bytes) #FRE. Ford Ranger / Explorer 7 Tooth Speedometer Drive Gear. Fits 4WD and Standards. It has a 1.148" shaft hole. Added 5-18-2010. Cost $70.00

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_DSC2773.JPG (48776 bytes) #MUN. Muncie 8 Tooth Steel Drive Gears. The one on the left takes a 1.375" shaft. The one on the right takes a 1.175" shaft. Added 5-18-2010. Cost $24.00

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#27-2S. 4L60E / 4L65E / 4L70E Superior Oversize Pressure Boost Valve. (The stock size is .470") The larger diameter valve will yield a 10% higher line pressure. (Fits 2005 up with late style pump only.) Added 5-15-2010. Cost $28.00

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_DSC2742.JPG (49876 bytes) #C4DVD. C4 / C5 Rebuild DVD. Added 5-15-2010. Cost $39.00

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_DSC2729.JPG (17052 bytes) #AODNSS. AOD Neutral Safety Switch / Back Up Light Switch. Has 4 pins and also fits C3 / A4LD transmissions. Added 5-15-2010. Cost $39.00

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Jack Buddy

wp7c1eca8b_05.jpg (17747 bytes) #JB. Safely support transmissions on your jack! 4R100 • 4R70W • 5R55E / N / W / S • A604 and many more! Many automatic transmissions have irregularly shaped oil pans. Ford RWD’s are known for this, typically making necessary the use of chunks of wood to level the unit on the jack to ready it for installation. Ask any R&R tech and they’re likely to admit to how awkward this can be. Unfortunately, too often we find this out when we hear an expletive shortly before a crash. Or when the tech is out for a week laid up with a strained back or, worst case, their career is ended. We decided to put pen to paper to solve this problem. We’ve developed this sturdy solution that has already been hailed as the new “must-have” shop item. The Jack Buddy is designed to fit the most popular, air-assisted under car transmission jacks that are equipped with ratcheting-style supports. They install in minutes! Added 4-24-2010. Cost $219.00

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Drum Buddy

  #DB. Fits 4T65E, AX4S/N, 5R110W and many more! Simple and effective bench-top spring compressor. Have you ever tried a foot-press to compress the return spring retainer on the 4T65E intermediate drum?  There is about .040” of compression allowed before the retainer begins to bind the snap ring. No fun by any means. With the Drum Buddy, full control is a reality! The oversized tri-knob will thread down easily and holds its position allowing the freedom of two-handed work and the ability to stop where you are and tend to something else. The wide open design leaves plenty of room for maneuvering the snap ring and the pliers. Added 4-24-2010. Cost $134.00

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TH400 / 4L80E Billet Clutch Hub with Bearings

#672. Hub and two bearings. Added 3-5-2010. Cost $149.00

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  • Made from HTSR steel to eliminate spline failures in High Horsepower applications.
  • Two Torrington® Thrust Bearings that replace the conventional thrust washers - allows end clearance to be tightened from .000" to .010" thus reducing High Drum wobble and possible Sprag wear.
  • Designed to be used in applications over 600 Horsepower.
  • HTSR is Hardened Tempered Stress Relieved
 

 

 

 

 

 

 

 

 

              Redesigned Derale Pan Cooler

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700R4 / 4L60E

Cost $139.95

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TH400 Deep

Cost $135.95

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TH400 Extra Deep

Cost $139.95

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4L80E

Cost $149.95

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E4OD / 4R100

Cost $149.95

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  • Gasket Included
  • 4 1/2" Deep, 3 5/8" to Tubes
  • Black Powder Coat
  • Temperature Sender Bung
  • Black Powder Coat
  • Heavy Gauge Steel
  • 5 1/5 Quarts  over on 727
  • 2 1/8 Quarts over on 48RE
  • Magnetic Drain Plug

_DSC2599.JPG (73199 bytes)  _DSC2600.JPG (271703 bytes) Derale #14210, 518 / 618 / 46RE / 47RE / 48RE / 727 Transmission Pan Cooler. This pan has turbulator cooling tubes using air flow beneath the vehicle to reduce the transmission fluid temperature from 20° to 50° F. Fluid capacity is increased from 2 1/8 to 5 1/2 quarts. This pan has a drain plug and is 4 1/2 inches deep. The pan gasket is included. Added 2-25-2010. Cost $149.95

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#DFE. Dodge Transmission Filter Extension. Cost $38.95. - - - - - #TH400FE. TH400 Transmission Filter Extension. Cost $24.95. Added 2-27-2010.

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_DSC2542.JPG (493143 bytes) _DSC2540.JPG (438730 bytes) _DSC2615.JPG (205940 bytes) This is the answer to a 2005 up 48RE broken case replacement. #TVB. Now you can use an earlier model case on a 2005 up 48RE transmission with an electronic throttle valve actuator. The 2005 up 48RE cases sell in the $500.00 range. Added 2-26-2010. Cost $39.00

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_DSC2620.JPG (94932 bytes) #BHS. 47RE / 48RE Bellhousing Spacer. Due to the many aftermarket torque converters and aftermarket flexplates on the market, sometimes the correct clearance between the torque converter and flexplate can't be obtained. This spacer is just less than 1/8 inch thick and comes with two new extended dowel pins. This part is the answer to a long standing problem. Added 3-4-2010. Cost $69.00

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After the bellhousing is bolted up and before the torque converter is bolted to the flexplate there should be about 1/8 inch between the converter and flexplate, if not the pump may be damaged.

 

 

 

 

 

 

 

 

 

_DSC2526.JPG (26370 bytes) #4X2. C6 Cable Operated Modulator, no vacuum needed. This works well for superchargers and on diesel motors without a vacuum regulator. This modulator uses a 700R4 throttle valve cable. Added 2-15-2010. Cost $128.00

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_DSC2532.JPG (16171 bytes) #T9138. 4L60E / 4L80E Internal Wiring Harness Removal Tool. Added 2-15-2010. Cost $18.00

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C4 Billet Steel Forward Clutch Drum

C4_Drum.jpg (47281 bytes) #59FBD. Machined from 4140 Billet Steel providing superior strength and durability over the cast OEM drum. This drum weighs 3.43 pounds versus the 3.51 pound OEM drum. The drum comes with 1 - .090" thick steel plate for clearance adjustment and 1 Pressure Plate. This drum can accommodate 5 frictions. Added 2-13-2010. Cost $588.00

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_DSC2510.JPG (79505 bytes) #4LG2. OEM Type 46RH, 46RE, 47RH, 47RE, 518, 618, 727 Torqueflite 4.2 to 1 Ratio Band Lever. Placing one pound of force on the tip of the apply lever causes 4.2 pounds of force on the band. Added 2-12-2010. Cost $32.00

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22771-12K.jpg (50766 bytes) #518SLR and #518SLB. Valve Body Detent Ball & Sleeve Repair Kit. Fits all Chrysler RWD transmissions, 727, 518, 46RE, 47RE, 48RE. The detent ball in the valve body wears into the aluminum bore due to continuous movement and vibration of the linkage. This creates excessive looseness in the manual valve lever and allows the manual valve to move out of alignment. No start or delayed engagements can occur from the manual valve being out of position, due to extra clearance. Added 2-11-2010. Reamer Cost $112.00, Ball Cost $9.00.

Reamer Kit #518SLR
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Allison 1000 C2 Clutch

_DSC2465.JPG (257709 bytes) #C2PP2. Power Pack for the C2 clutch, 2006 up 6 speed. This Red Eagle Power Pack has a much larger clutch apply area over stock. Added 2-4-2010. Cost $170.00

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Allison 1000 C3 Clutch

_DSC2457.JPG (363406 bytes) #C3PP2. Power Pack for the C3 clutch, 2006 on 6 speed. This Red Eagle Power Pack has a much larger clutch apply area over stock. Added 2-4-2010. Cost $299.00

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Allison 1000 C4 Clutch

_DSC2461.JPG (419767 bytes) #C4PP2. Power Pack for the C4 clutch, 2006 on 6 speed. This Red Eagle Power Pack has a much larger clutch apply area over stock. Added 2-4-2010. Cost $170.00

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#C5PP. _DSC3319.JPG (65667 bytes) C5 clutch Power Pack with 8 Carbonite clutches and Kolene steels. This is a 60% increase in clutch apply area. Fits 2008 back only. Added 10-10-2010. Cost $150.00

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Allison 1000 Raptor-X Master Kit

#1000MK2. This is the best 6 speed Allison 1000 master kit on the planet. You get all 5 Alto Power Packs plus an overhaul kit. Fits 2006 on 6 speed Allison 1000. (SOLD ELSEWHERE FOR $100.00 TO $200.00 MORE) Added 2-4-2010. Cost $1243.00

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_DSC2468.JPG (241570 bytes) #79M2. 518 / 618 two wire Pigtail connector for overdrive. This part has never been available before. Added 2-4-2010. Cost $25.00

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#17X. 4L80E / TH400 intermediate sprag and drum with an extra large 36 element sprag. This sprag has 36 elements that are taller and wider then the 34 element sprag. This is 56% more sprag area than the 34 element sprag. It comes with 5 high energy clutches for a 25% increase in clutch apply area. Added 2-2-2010. Cost 97 Up $819.00, 96 Back $769.00

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_DSC2445.JPG (84329 bytes) #17G. This 6 Pinion 4L80E Planet Gear has a 2.75 to 1 first gear ratio and a 1.57 to 1 second gear ratio. The stock gear ratio is 2.48 to 1. It will work with the factory computer. Fits 1996 back only. Added 2-2-2010. Cost $695.00

1996 Back 2.75 Ratio $695.00
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1997 On 2.75 Ratio $878.00
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1996 Back 2.97 Ratio $736.00
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1997 On 2.97 Ratio $1059.00
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_DSC2438.JPG (126856 bytes) _DSC2441.JPG (135710 bytes) #ATM. Adjustable Transmission Mount that locks in any position. Moves to the front or rear up to 1 1/4" each way. This makes it possible to use GM aftermarket performance crossmembers in cars with LS1 type motors. Buy the conversion crossmember you want plus this mount if you have a LS1 type motor. Comes in black powder coat. Added 2-2-2010. Cost $132.00

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" 4L80E Triple-Disk Billet "

#80B3. " Triple Power Raptor " 4L80E full size Triple Clutch Lock-Up Billet Torque Converter with carbon fiber clutches. This converter has three clutches and will work with gas or diesel motors. We sell a Cummins to Chevy adapter to install a 4L80E transmission on a Cummins engine and the controller to make it shift. Added 1-29-2010. Cost $1169.00

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Stall Speed

" AODE / 4R70W Eleven Inch Billet "

#70B. " Billet TrackDominator " Fits AODE / 4R70W transmissions. This is an 11 inch lock-up billet torque converter rated at 1000 horse power. It has an extra wide carbon fiber clutch and can be ordered in stall speeds of 2000 to 3500 RPM. Fits both torque converter bolt patterns. Added 1-30-2010. Cost $925.00

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Stall Speed

#11BP. 700R4, 4L60E Billet Band Anchor Pin. Comes in stock length and .061" long. Added 1-14-2010. Cost $20.00

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Anchor Length

#22BP. 200-4R Billet Band Anchor Pin. Added 1-14-2010. Cost $20.00

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  _DSC2355.JPG (202885 bytes) #F50XD. Fits 1981 to 2001 302 motors with a 50-ounce imbalance factor SFI 29.1 certified flexplate. Will work with C4 and C6 transmissions. Platinum Series Extreme Duty. Dual bolt pattern adapts to either Ford or GM torque converters. 14.23"OD / 164 Teeth, 4mm thick center-plate. Added 1-14-2010. (Will not work on AOD transmissions) Cost $99.00

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_DSC2256.JPG (132150 bytes) #F28XD. Fits Ford 1968 to 1980 302 motors, 1965 on 289 motors and 1969 to 1981 351W motors with a 28-ounce imbalance factor. SFI 29.1 certified flexplate. Will work with C4 and C6 transmissions. Platinum Series Extreme Duty. Dual bolt pattern adapts to either Ford or GM torque converters. 14.23"OD / 164 Teeth, 4mm thick center-plate. Added 1-14-2010. (Will not work on AOD transmissions) Cost $99.00

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_DSC2350.JPG (33397 bytes) #59FP. Mopar Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. Fits Mopar SB & BB, 10" or 11 1/8" Converter, 6 bolt crank, Internal Balance. 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. Added 1-19-2010. Cost $69.00

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Engine Applications:  273 1956-69,  318 1967-91,  340 1968-73,  350 1958360 1970-91361 1958-66,  383 1959-71,  400 1971-78,  413 1959-65,  426 1963-66,  440 1966-79

_DSC2427.JPG (243173 bytes) #37LS1. Chevy LS1 Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. This LS1 SFI flexplate fits 1998 and newer F-bodies with LS1 engine as well as 1999 and newer GM trucks with 4.8L, 5.3L and 5.7L LS1 type motors. Platinum Series Flexplates are engineered to handle extreme duty applications and designed to take the punishment of today's high horsepower engines. The 4mm thick center-plate provides a solid foundation for these new designs. Added 1-19-2010. Cost $169.00

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  _DSC2421.JPG (62008 bytes) #F6FP. Ford 4.6L Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. 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. Added 1-20-2010. Cost $99.00

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Applications: 4.6L, 281 1992-08, 6 Bolt Crank
Ford 4.6L (DOHC), FORD & GM Dual Bolt Pattern, 164 teeth

_DSC2354.JPG (81466 bytes) #F8FP. Ford 4.6L Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. 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. Added 1-20-2010. Cost $99.00

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Applications: 4.6L, 281 1992-06, 8 Bolt Crank
Ford 4.6L (DOHC), FORD & GM Dual Bolt Pattern, 164 teeth

 

 

 

 

 

 

_DSC2359.JPG (240493 bytes) #FC6W. Ford Big Block SFI 29.1 Approved Flexplate, 429 1968-1973, 460 1968-1978. Platinum Series 164 Tooth, External Balance. 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. Added 1-28-2010. Cost $99.00

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ARMOUR PLATED

4R70E-W / 4R75E-W 2001 Up Super Tuff Plate

198-Web1.jpg (522187 bytes) #8SP. The Superior "Super Tough Plate" saves time and money by preventing costly No-Go's and comebacks in the Late 2000-up 4R70W/4R75W transmissions by helping to eliminate plate cracking and cross leaks caused by constant pounding from the 2-3 Accumulator Piston Spring Retainer on the stock separator plate. Made in the USA, the Superior "Super Tough Plate" is zinc coated, extra thick and is the perfect replacement for the stock valve body separator plate used in this popular Ford application. This plate has stock size holes and is .058" thick. Added 1-7-2010. Cost $24.00

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5R110W Direct Power Pack

_DSC2212.JPG (66016 bytes) #24WD. 5R110W 2003 On Direct Red Eagle Power Pack with 6 clutches and custom piston. This is 50% more clutch apply area than stock. This is a problem area on 5R110W transmissions. Added 1-4-2010. Cost $137.00

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_DSC2254.JPG (172281 bytes) #58PFP and #58PFP2. Cummins 6BT - 4BT. These Extreme Duty SFI 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 this new design. Ring gears are precision welded to meet SFI specifications, utilizing robotic machinery and cold-welding process. PRW Platinum Series Flexplates are engineered for excellence and are rigorously inspected throughout the manufacturing cycle to ensure that you receive the quality that they have come to expect from PRW. Added 12-29-2009. Fits 1988 - 2007 5.9L Cummins diesel engines. Rated at 800 to 900 torque if yow tow. Cost $169.00. 2007 On 6.7L Cummins. Cost $199.00

5.9L 88 - 07
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PG20T.jpg (8982 bytes) #PG1. Early Powerglide / 3 speed standard Speedometer Driven Gears. Comes in 20, 21, 22, 24 and 25 tooth. The 20 and 21 tooth Powerglide gears have a .785" diameter head and the 22, 24 and 25 tooth three speed standard gear has a .865" diameter head. The overall length runs 2.890" to 2.900". If your speedometer is still off with one of these gears installed it can be corrected with a ratio adapter. Also fit some other early GM automatic transmissions. Added 12-18-2009. Cost $39.00

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#518RED16. Sonnax Dodge 16% Oversize Intermediate Super Servo, Servo Cover and Pin. Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and 47RH. New eight sealing ring design for a super seal. The overall result is more holding force in 2nd, firmer 1-2 and 2-3 shifts that become firmer under load. Added 12-7-2009.

1- $73.00 each
2- $63.00 each
5- $53.00 each
  • 16% More Holding Power
  • Firmer 1-2 Shift
  • More Positive 2-3 Shift
  • Perfect for Heavy-Duty and Performance Applications
  • Red Anodized
  • Eight Sealing Rings
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_DSC2104.JPG (81044 bytes) #55X. Automatic transmission cooler with integral fan. Ideal for racers that require cooling of transmission fluid when the vehicle is not in motion. This is a 16 pass double row cooler. AN fittings are compatible with existing rules and build practices. 10 3/4" x 15 5/8" x  4". Added 12-7-2009. Cost $189.00

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#55N. New 200-4R steel speedometer housing. Added 12-2-2009. Cost $39.00

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#55-12. Twelve Tooth 200-4R Drive Gear. Added 12-2-2009. Cost $29.00

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#55S. 200-4R 30 Tooth Steel Shaft Driven Gear. Added 12-2-2009. $15.00

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5R110W Forward Power Pack

#24W. 5R110W 2003 - 2004 Forward Red Eagle Power Pack with 5 clutches. This is 25% more clutch apply area than stock. This is a problem area on 5R110W transmissions. Added 12-2-2009. Cost $77.00

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#8SG3. 48RE Front Sun Gear. Added 11-20-2009. Cost $49.00

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#350E2. Use this kit if you removed a 700R4 transmission and replaced it with a TH350 transmission with a 6 inch tail. This is a 40 pulse per revelation of the output shaft sensor to make the speedometer read correctly. Added 11-20-2009. Cost $102.00

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#21G. 200-4R New V8 Governor. Added 11-17-2009. Cost $8.00

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#49N. NEW. 700R4 / early 4L60E tail housing with transmission mount (7 3/8 inches long). This moves the mount to the rear 5 1/2 inches. This is the same position as a TH400 transmission with a 9 inch tail housing and 32 spline output shaft. The TH400 9 inch tail housing with the 27 spline output shaft has the same mount position as the 4 inch tail housing. With some modification to the 2 mount bolt holes on the crossmember this extension housing can eliminate transmission crossmember modifications when replacing a TH400 with a 4 inch tail, 9 inch tail with a 27 spline output shaft or 200-4R transmission with a 4L60E through 1996 assembly. This is the last of the GM supply, when there gone there gone. Fifty eight in stock. Added 11-14-2009. Cost $129.00 to $149.00.

(OUT OF STOCK) One Tail Housing $149.00
(OUT OF STOCK) Two Tail Housings $139.00 each
(OUT OF STOCK) Three or more Tail Housings $129.00 each
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#80B. 6L80 / 6L90 Six Speed RWD Technician's Guide. This is a 128 page 6L80E / 6L90E book. Added 11-10-2009. Cost $49.00

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#66CSR. TH400 / 4L80E Center Support Reinforcement. These transmissions are bad about blowing out the center support lugs because there is no support on the bottom side. Use with no intermediate band and thin backing plate. TH400 Hi-Performance applications w / brake: Intermediate clutch snap ring retainer, machined from billet aluminum, prevents distortion of intermediate pressure plate and case lug blow-out! Added 11-4-2009. Cost $99.00

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#94XM. Use this crossmember to install an AOD transmission in a 1964-1973 Mustang. We need to know what year you have. Also fits Cougar. Also fit TKO 500, TKO 600 and 3550 transmissions. May not fit a 69-70 that came originally equipped with a C6 transmission. Pictured is a 1973, if it fits this it will fit anything. Added 11-3-2009. Cost $139.00. (64-66 COMING SOON)

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Lokar Floor Mount Automatic Transmission Shifters

shiftermount_1.jpg (49909 bytes)  

#1LS. The Lokar Floor Mount Automatic Transmission Shifter follows in the footsteps of its parent transmission mount and tailmount shifters, having been designed with the same superior craftsmanship. The exclusive floor mount brackets allow for installation above or below the floor on the transmission tunnel. Kit includes splined shift arm with three optional offset arms for mounting to right or left. Removal of the transmission is not necessary. Floor Mount Shifter is equipped with the expected safety features of a Lokar Shifter. Works well with early Mustang AOD conversions. Added 10-27-2009.

AOD - 6 Inch $241
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AOD - 8 Inch $241
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700R4 - 10 Inch $230
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700R4 - 16 Inch $244
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Features
• Operates with solid adjustable linkage
• Neutral Safety Switch
• Positive Safety-Lock-Out in Park and Neutral
• 360-degree lever rotation for extra leg room
• Out from under-the-dash and away-from-the seat-lever adjustments
• Brushed aluminum shifter knobs available in original Mushroom, Black Anodized Mushroom or Hi-Tech Lokar tapered knob
• Easy-to-remove shifter knobs for simple boot installation
• Teflon lined button in shifter knobs for smooth operation
• Chrome-plated lever available in 23", 16", 12", 10", 8" and 6" lengths
• Gold iridited bracketry
• All hardware included for installation
• Available for GM, Ford and Chrysler automatic transmissions
• Rectangular boot rings sold separately

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Lokar Rectangular Floor Mount Shifter Boot

#1LB. Lokar Shifter Boots are black Naugahyde and all sets include a boot, polished stainless base ring, OR billet aluminum ring with ball-milled edge and stainless screws. Classic Shifter Boots include foam rubber seal to eliminate airflow from the floor through the boot. The Classic Shifter Boot is designed with a polished stainless bezel on top of the boot, which fits over the shifter lever. No unsightly pull ties or laces; boot hugs the shifter lever. Ring Diameter: 6-3/4" x 5-1/4" OD / 5-1/2" x 4" ID. Cost $38.00

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#3LRS. 4L80E, 1997 Up Low / Reverse Billet Servo. This servo is bad about cracking. This weak link is prone to breakage while enduring the repetitive cycling that occurs in plow truck applications, when the boost valve has worn or when the pressure spikes. Added 10-27-2009. Cost $99.00

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#200S. 200-4R Overdrive Roller Clutch on left. Cost $21.00. 200-4R Low Roller Clutch on right. Added 10-22-2009. Cost $17.00

 

 

 

 

 

 

 

200-4R O. D. Roller Clutch
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200-4R Low Roller Clutch
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#54P2. 200-4R Overdrive Planet Gear. This gear has a billet hub installed then the entire gear is hardened. This custom gear assembly eliminates spline and fatigue failure common with 2004R transmissions installed behind engines producing over 400 foot pounds of torque. The factory flange are removed and replaced with a CNC machined E4340 steel billet flange. The old pinion gears are reused. Added 10-22-2009. Cost $255.00

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Throttle Valve Actuator for 2005 Up 48RE Transmissions. Added 10-14-2009. Cost $195.00

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#8TV. 700R4 / 200-4R Extra Long 72 3/4" Throttle Valve Cable. Added 10-8-2009. Cost $42.00

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#618G. New 618 / 47RH / 727 / 518 / 46RH Governor. Comes complete with everything but the weight. Added 10-5-2009. (OUT OF STOCK) Cost $158.00

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45RFE - 545RFE - 68RFE Line Pressure Booster

#45LPB / #68LPB. This family of transmissions uses a full range line pressure sensor mounted on the outside of the transmission for "closed loop" line pressure control. Due to this system, traditional methods of raising line pressure by changing the PR spring or valves have no effect. This Line Pressure Booster alters the pressure signal sent to the computer causing the computer to raise line pressure. The 68RFE has a 10-15 PSI increase and the 45RFE and 545RFE has a 15-30 PSI increase. Higher line pressure increases clutch holding power and torque capacity. Changes in shift feel will be noticed mostly under aggressive driving or loaded conditions. This part is ideal for heavy duty and modified vehicles and even stock transmissions when a little extra pressure is desired. No other modifications are required. The Line Pressure Booster installs between the pressure sensor and vehicle harness using OEM style sealed connectors. Simply unplug the vehicle harness and reconnect with one of these parts. Added 9-26-2009. Cost $49.00

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Features & Benefits

Increased line pressure

Increased clutch clamping force and torque capacity

Installs on outside of transmission

Easy plug and play installation

Note: The higher pressure 45RFE booster cannot be used with the 68RFE.

 

"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. Added 9-26-2009. Cost $149.00

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This Performance Pack Provides:

Shorter shifts.

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

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

Reduction in high RPM pressure drop-off.

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

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

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

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

#1LP. This 700R4 / 4L60E servo pin is longer than the longest OE pin. The extra length simplifies adjustment, eliminating the need for adding length to the pin. Made from Chromemoly steel it's durable enough for high performance applications as well as stock replacement. Dual Teflon seals have been added to improve sealing in the case bore and an o-ring has been added to improve sealing between the pin and the 2nd gear servo. This servo pin is fully compatible with OE and aftermarket servos. Added 9-18-2009. Cost $32.00

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_DSC1786.JPG (111032 bytes)  wpe1.jpg (29868 bytes) #3A4. New Dodge 4 Ring Billet Aluminum Accumulator Piston. Fits 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 500 / 727 / 904. OE plastic accumulators are prone to breaking and have poor sealing qualities. Metal rings currently offered with aftermarket accumulators have issues with sealing as well. PATC now offers a dual seal accumulator piston with 2 Teflon and 2 D-rings. The Teflon seal will prevent piston to bore contact and the D-ring seal will vastly improve sealing compared to steel rings currently offered by the aftermarket. Added 8-22-2009. Introductory Price Cost $39.00

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#60N. Delco Input Speed Sensor, 2007 on 4L60E, 4L65E and 4L70E with input speed sensor. Also fits some 2006. These have a black case connector, case side not wire side. Added 8-20-2009. Cost $48.00

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#65SS. 4T65E Input Speed Sensor. Fits 1997 up except 99 up Volvo. Added 8-20-2009. Cost $27.00

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#6800. Ford 68 Inch Speedometer Cable. Snap on top with 7/8 inch threads at the bottom. This is the correct cable for the early Mustang Drag Pac (Drag Pack). This custom made cable is made to be used with a Ford ratio adapter or GM transmission such as a TH400 behind a Ford motor. Added 7-27-2009. Cost $45.00

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#2L-11. " Eleven Inch Super Street Raptor " Fits 4L60E transmissions, 1998 up LS1 type motors only. This 11 Inch stall converter is balanced, has furnace brazed fins, all bearing construction and a Sonnax carbon fiber clutch. This converter is lighter and has an inch smaller diameter than the stock size. It actually has a full size 12 inch clutch with an 11 inch converter body, notice the 1/2 inch inset on each side. This  converter can be ordered with stall speeds of 2600, 2800, 3000 or 3200 RPM. May stall up to 200 RPM higher with enough low end torque. Good up to 550 horse power. Added 7-17-2009. Cost $440.00

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Quote by John Kilgore. “Obviously the lighter the rotating weight the better the transmission is able to respond. The energy requirements to run the transmission are directly related to the time you have to spin the parts up. If you have a lot of time (like on the street) it wont require that much power. But if you don't have a lot of time (like at the race track) it takes a TON of power. It's almost by the square. By reducing the overall weight of the internal workings of the transmission the “movement of inertia” from the center-out has been reduced dramatically, at least by one-inch.” Kilgore cited a more relative example, in layman's terms that is. “If you're familiar with watching ice skaters, when they do “spins,” as they spin, they pull their legs and arms in, and they tend to go faster. Now, no one gives the skater anymore energy, it just takes less energy to turn in a smaller circle, and go faster. Then when they want to stop, they put their arms and legs out and slow down. That's exactly what “moment of inertia' is all about. That's why the closer (you are) to center the better off you are!”

#3-618. 47RH / 47RE / 48RE Performance Rear Band Servo with Pin. Fits 47RH / 47RE / 48RE diesel transmissions only. (WILL NOT FIT EARLY 618 TRANSMISSIONS) Many Dodge transmissions experience rear servo piston sticking / breakage, pin bore wear, and reverse band slippage. The servo piston has a tendency to get cocked in the bore and there is insufficient force to apply the band in a direct line. The high reverse line pressure continues to apply against a cocked piston, causing piston breakage. The bore of the piston also wears from side loading, resulting in insufficient band apply pressure. Cost $39.00

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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 carrier is made from E4340 billet steel and the pinion gears are 9310 steel. With the billet sun gear made from 9310M steel. This gear set is used to reduce torque multiplication / rotating speed in the transmission in first gear. This improves track applications that overpower the rear tires upon launch. This is common with numerically high final drive ratios. Now you will have a choice between the wide ratio or the new close ratio gear sets. In first gear this close ratio gear set has a 7.2% numerically lower final drive ratio. It has been reported that the 2.84 gear set could lower your quarter mile time as much as 4/10 of a second over the 3.06 gear set. This gear set has been in research and development for over one year. You might ask why 6 pinion gears. The answer is because high horse power motors can eat the small needle bearings up in the pinion gears. The solution is to spread the load over 50% more needle bearings and at the same time building the planet gear set out of a higher grade steel. The first 50 are in production now and the approximate release date is May 2009. We have finished the testing in our test truck with the following findings. The gear noise in manual low is reduced by at least 50% compared to a stock OEM planet gear and at full throttle there was no noticeable power drop on the 1st to 2nd shift. Testing will begin later this week in an 1100 horse power C5 Corvette. The car runs 9.56 seconds now. Nothing will be changed but the front planet gear then tested to see the difference. Testing should be completed by 6-1-2009.

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..

This gear was built for the 1982 on GM 700R4 family of transmissions only, that includes the 700R4, 4L60, 4L60E, 4L65E and 4L70E model numbers. For drag racing purposes the 700R4 has too large of a gear ratio spread between first gear and second gear resulting in too large of a RPM drop between gears resulting in a large torque drop (loss). With the new 2.84 gear (1st gear ratio) there is approximately 500 less of a RPM drop on the first to second full throttle shift depending on the RPM of the 1-2 shift point. This gear change also results in a 4% less RPM drop upon the second (intermediate gear) to third (direct drive, 1 to 1 ratio) shift.

The purpose of this gear is keep the torque at a higher point on the torque curve when shifted to second gear from first gear resulting in a faster elapsed time in a quarter mile. The front planet gear controls the gear ratios of first and second gear. The 2.84 to 1 gear ratio in first is accomplished by using a larger diameter sun gear and a smaller diameter pinion gears. At the same time the pinion gear carrier and the sun gear are made from a higher grade steel to handle motors with higher horse power and torque levels. In addition one or two additional pinion gears are added (total of six) to spread the load (torque) over a larger area and to accommodate more pinion gear needle bearings. (The OEM stock front planet gear set has 4 or 5 pinion gears.)

In testing it was found to result in at least a 3/10 second improvement in elapsed time in two wheel drive cars and at least a 2/10 second improvement in elapsed time in all wheel drive cars. As an added bonus the 2.84 first gear ratio has less tire spin that the 3.06 original equipment first gear ratio making 2WD cars faster on take off. For the purposes of the 700R4 transmission the 2.84 gears set would be called the close ratio gear set and the 3.06 original equipment first gear ratio would be the wide ratio gear set. A wide ratio gear set would be better for towing and a close ratio gear set would be better for racing. There are other transmissions with 2.84 first gear ratios or six pinion gears but not for the 700R4 family of transmissions.

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 Piece Set

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#10BR. 700R4 / 4L60E / 200-4R Billet Steel Pump Rotor and Slide Kit. Made from 4340 steel then heat treated. Sold as a set only. Comes in 10 vane only. Cost $232.00

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#TPG. Teflon Coated Pump Gears, C6, AOD, 727, 4L80E, E4OD, 4R100, Dodge 518-618, 46RE- 48RE, AODE, 4R70W, TH350, TH400. When we tested these pump gears they had almost no pump noise. Reduces pump ware anywhere the gear touches the pump. Added 6-13-2009.

AOD / C6 All $29
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E4OD / 4R100, 95 On $32
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4L80E All $46
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727, 14 Inner Lobes .247", 62 Up $29
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518 / 618, 11 Inner Lobes 1990-1993 $49.00
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46RE / 47RE / 48RE, 10 Inner Lobes 94-Up $39
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AODE 1992-1993, .569", $49
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4R70W 1994 Up, .608", $39
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Largest TH350 / All TH400, .727", $25
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#84. 200-4R 300M Input Shaft. This indestructible shaft eliminates breakage commonly found in high horse power application. Added 6-12-2009. Cost $324.00

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#1HE-48-2. 48RE Red Eagle Kit with 3 Power Packs. Comes with forward, direct and overdrive power packs. Added 5-30-2009. Cost $373.00

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" 1982 to 1993 2WD S-10 Truck "

#S10. This G-Force Performance Racing Crossmember is a heavy duty, double hump transmission crossmember that was designed and fabricated exclusively for 1982 thru 1993 S-10 trucks and is manufactured new from 2" x 3" (1/8" wall) rectangular and 1/2" plate steel. And best of all - IT BOLTS IN WITH MOST CONVERSION KITS - no guessing, no cutting, no cussin'! Another benefit of this crossmember is that installing a dual exhaust is a simple bolt-on operation that will provide clean, professional results. No floor pan modifications are necessary. Comes with a Black Powder Coated finish. This crossmember fits 1982 to 1093 S-10 trucks with a small block Chevy motor and TH350 transmission. Added 5-21-2009. Cost $259.00

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" 1964 to 1972 A Body Convertibles "

#37XM2. This crossmember fits 1964 to 1972 A Body convertibles with a TH400 transmission and box frame. This is a heavy duty A-Body dual exhaust racing crossmember. Comes with a Black Powder Coated finish. (Will not fit a T-56 transmission or 700R4.) Added 10-14-2009. Cost $259.00

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Measurements: 43 1/4" hole center to center.  Measure before ordering.

 

 

 

 

 

 

 

 

 

#66B. TH400 Billet Steel Forward Drum and Heavy Duty Input Shaft. Added 5-16-2009. Cost $695.00

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  • Drum is machine from solid 4140 HTSR steel
  • Input Shaft machined from 300 Maraging
  • Shaft to Drum Spline count has been increased from 30 to 35 splines for extra contact strength
  • Overall Drum & Input Shaft weight is 1.35 lbs lighter than the OEM drum & shaft.

#413. Chrysler Front Wheel Drive. 20 tooth on the left includes inner seal for cable driven speedometers. 19 and 20 tooth on the right for gear driven speed sensors. Added 5-12-2009. Cable drive gear cost $30.00. Speed sensor gear cost $15.00.

20 Tooth Cable Drive
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19 & 20 Tooth for Speed Sensor
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Tooth Count
 

 

 

 

 

 

 

 

NP236 – NP246 – NP261 – NP263 Transfer Case Saver

Chevy Silverado / Tahoe, GMC Sierra / Yukon

#BRNY. Permanent pump wear protection. Good used case halves are a challenge to find. New aftermarket are available, for a price. The problem with merely replacing the case is it won’t solve the problem. Magnesium cases are soft; aluminum pumps are harder.  The problem will come back. Maybe on someone else’s watch, but surely you pride yourself in fixing problems. Due to the laser-cut accuracy in the manufacturing of the BRNY case protector and the original pocket design, end-play is unchanged. Save yourself money and fix the problem the first time with this simple drop-in. Added 5-2-2009. Cost $29.00

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got drip?

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

     2) Place BRNY protector in the pump pocket.

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     3) Continue the rebuild knowing it’s fixed.

BW4405 Transfer Case Saver & Protector

  +    =    

Seen this before?     TC4405C arrives milled from solid steel.     The TC4405C installed.

#TC4405C. BW4405 Transfer Case Saver & Protector. Fits Ford Ranger and Explorer with a BW4405 transfer case. Save your customer money and hassle by installing our TC4405C case saver.  If your needs require case-half replacement, using this will prevent the problem from ever occurring. Use requires slight modification to the pump tab by grinding approximately .050” from the tip. Small investment of time results in another permanent repair. Added 5-2-2009. Cost $29.00

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#T-78925. Dodge RWD Carrier Adjustment Tool. Fits 7.25" - 8.25" - 9.25" rear ends. Look forward to your next differential repair! Our wrench is designed to minimize time and frustration. Measuring at an overall length of 36”, we left plenty of room for all Dodge axle widths. Check out the fully machined hex. Notice the bevels at the edges of the tools driving surface to help guide it into the nut. The rear of the hex is tapered to ease exiting if the axle seal is installed during adjustment. The opposite end is machined to accept a 1/2” drive. Final tool assembly is completed using a high-quality TIG welding process to permanently join the pieces. A serious tool engineered for a lifetime of service. Added 5-2-2009. Cost $120.00

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Lube Regulator & Converter Relief Valve Springs

Allison 1000

#37000-01K. (2 SPRINGS) The converter regulator spring controls converter charge and feeds the lubrication circuit. When the spring becomes weak or broken, converter pressure is reduced. This causes delayed engagements, reduced torque output and increased operating temperatures. The lube regulator spring affects converter pressure as well as lubrication pressure within the cooler and unit. When this spring breaks or becomes fatigued, converter temperature and gear train temperatures increase. If either spring is excessively strong, both converter and cooler pressure increases. This can result in converter flex and cooler circuit cross leakage. Added 4-25-2009. Cost $9.00

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• Made from improved materials for increased durability over OEM.

• Drop-in replacement.

• Converter spring is recalibrated to improve converter charge and internal pressure.

Notes: These springs should be replaced as a pair, due to the pressure effects on each valve. These springs work in 2003 & earlier units only. These units can be identified by counting the solenoids: The earlier units have 6 solenoids. Do not use in 2004 & up (7-solenoid) units.


F-Trim Valve End Sleeve

Allison 1000

#37000-03. (1 END SLEEVE) The F-trim valve is controlled by a PWM solenoid that continuously strokes the valve. When the valve end sleeve becomes worn from constant oscillation, it allows TCC PWM pressure to leak to exhaust, inhibiting the valve from stroking against the spring and causing converter apply concerns, TCC surge, TCC slippage, code P0741 and overheating. The valve end sleeve can also become worn enough to cause the valve to stick, causing converter release problems as well as apply problems, depending on which direction the valve gets stuck. The Sonnax valve end sleeve is wear-resistant and has high lubricity characteristics to restore the F-trim valve to normal operation. Added 4-25-2009. Cost $10.00

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• Sleeve is made from high-quality aluminum for increased wear resistance.

• High lubricity ensures proper valve operation.

• Drop-in replacement allows salvage of costly valve bodies.

Note: The F-trim end sleeve, valve and spring shown here are used in '04 and earlier valve body castings. These F-trim components differ from those in the later application, identified by the larger, high frequency TCC solenoid.


E-Shift Valve Spring & Bore Sizing Tool

Allison 1000

#37000-02 (1 SPRING), #37000-02BST (1 TOOL). A sticking E-shift valve in an Allison series unit can be caused by a weak spring, an out-of- round valve bore, or excessive flashing on the valve body casting. The Sonnax E-shift valve spring has a higher spring rate than the OEM while the bore sizing tool allows you to improve bore roundness and remove excessive flashing. Added 4-25-2009. Spring Cost $7.00 , Tool Cost $89.00.

#37000-02 Spring
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#37000-02BST Tool
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Stronger spring with higher spring rate helps prevent valve from sticking.

• Bore sizing tool improves roundness of the bore and removes any flashing for smoother valve operation.

Note: Use of the bore sizing tool is not required but is recommended.


A & B Trim Valves & Springs & F-trim Spring

Allison 1000

#37000-12K (3 SPRINGS, 2 VALVES), #37000-TL12 (2 TOOLS). Long shift duration promotes premature clutch wear in heavy-duty applications. OEM valve and spring configuration do not allow TCM pressure control strategy to adequately raise clutch pressure and shorten shift durations. This modification alters the trim valves and springs, resulting in a more responsive clutch pressure. Added 4-25-2009. #37000-12K (3 SPRINGS, 2 VALVES) Cost $79.00, #37000-TL12 (2 TOOLS) Cost $296.00.

#37000-12K, 3 Springs, 2 Valves
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#37000-TL12, 2 Tools
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• Firmer and shorter upshifts.

• Firmer TCC engagement.

• Improved engine braking on deceleration.

• Increased clutch torque capacity.

Note: The F trim sleeve, valve and spring illustrated are applicable to ‘04 and earlier valve body casting. All F trim components are different in the later application, identified by the larger high frequency TCC solenoid. A-B trim valve update is applicable to all designs.

• Evenly distributes apply force to clutch pack

• Improves direct clutch durability in 200-4R transmissions

• Replaces OEM stamped steel direct clutch apply ring

• Requires no modifications to the direct clutch piston or drum assembly

• Manufactured from 7075-T6 aluminum

 

 

 

 

 

 

 

#54AR. We now offers a Direct Clutch Piston Apply Ring for GM 200-4R Transmissions. The ring replaces the stamped steel OEM piston apply ring. The robust design provides much greater contact with the clutch pack. The ring is made from 7075-T6 aluminum and requires no modifications to the direct clutch piston or drum assembly. Cost $29.00

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IMG_1169.JPG (26161 bytes) #T271. 271 / 273 Transfer Case Manual Lever Nut Socket. This tool is a must have for changing the manual lever seal on 271 and 273 transfer cases. Fits Ford 1999 up and Dodge 2003 up manual lever nuts. Added 4-16-2009. Cost $92.00

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#68J. NP207 Transfer Case Speedometer Driven Gear. Now available in right hand 21 tooth for 207 transfer cases in some Jeeps and GM. Added 4-14-2009. $25.00

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IMG_1140.JPG (318253 bytes) #13TW. 700R4 / 4L60E Bi-Metal Thrust Washer. The reaction shaft-to-shell thrust washer is a high wear item and responsible for generating large amounts of wear debris. Late-model 4L60E transmissions have been upgraded with a bearing in this location. This improved thrust washer is manufactured from a steel-backed bronze alloy impregnated with wear-resistant PTFE material to minimize break-in debris and to withstand greater thrust loads than the OEM washer. Added 4-10-2009. Cost $16.00

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Features & Benefits

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

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

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

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#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. Added 4-4-2009. Cost $7.00

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IMG_x1114.JPG (129992 bytes) #9D. Dodge OEM Auxiliary Transmission Cooler. Special purchase factory OEM auxiliary cooler for Dodge gas motors, but will also fit Ford and GM. We only have 22 of these. The Dealer list price is $243.10. Part # 05159060AB. Measures 23 1/4 X 4 X 1 1/4 inches. Fits Dodge 2005-2009 and others. Most coolers are only 3/4" deep, this cooler is lots bigger than it looks because it's 1 1/4" deep. Added 3-31-2009. PATC Price $119.00

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#19CB2. 700R4 / 4L60E / 4L65E, .510" Wide Rear Stator Support Bushing, with a special Teflon wear resistant coating. The stock size is .430". This wider rear bushing will last longer and provide more support in this problem area. The original 4L60 & 4L60-E/65-E/70-E rear stator bushing comes in narrow and wide versions in both common bronze and harder aluminum type materials. All versions commonly fail or wear out prematurely. Available aftermarket replacements typically have a poor quality fit and are also known to wear. For maximum durability Sonnax now offers a better fitting and extremely wear resistant Teflon® (PTFE) lined replacement bushing to stop future wear in its tracks. The Sonnax KRYPTONITE™ rear stator bushing is the best option for supporting the 20 pound input housing and for improving the reliability of these common units. This bushing is a direct replacement and does not require any machining or modification. Added 3-26-2009. Cost $6.00

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IMG_1085.JPG (117768 bytes) #AOD1. These AOD / AODE / 4R70W Alto master rebuild kits are custom built for PATC by Alto to our specifications. The direct clutch has always been the weak link on AOD / AODE type transmissions. So we custom make these master kits with a Red Eagle Power Pack and Kolene steels in the direct clutch. The balance of the clutches are Alto regular. Before this you would have to buy a full Red Eagle master kit or a full stock type kit plus a direct Red Eagle Power Pack to get the direct red power pack. These kits represent a large savings over the other two options. No one else sells this kit. Added 3-19-2009.

AOD 1980-1990 Cast Iron Drum, $170.00
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AOD 1990-1993 Steel Drum, $215.00
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AODE / 4R70W 1992-2002, $251.00
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4R70W / 4R75E 2003 On, $298.00
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45RFE 545RFE ELEVEN INCH TORQUE CONVERTER

 

 

 

 

 

 

 

_DSC3703.JPG (25997 bytes) #45T2. This is a 10 inch billet torque converter with an 11 5/8 inch clutch for 45RFE / 545RFE transmissions. This 10 x 11 5/8" converter has a carbon fiber clutch, all bearing construction and furnace brazed fins. Can be ordered in stall speeds of 2000 to 5000 RPM. The stock stall speed on a 5.7L Hemi is 2000 to 2300 RPM. We will call you on stall speed. Cost $799.00

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#K48. Dodge Diesel Combo Kit for 1994 up 47RH, 47RE and 48RE transmissions. These are must have parts if you have a high torque Cummins engine. You get a PATC billet Cummins flexplate, Sonnax one piece billet input shaft and a PATC billet triple clutch torque converter. Save $216.00 here. To get this price you must buy all three parts at the same time. Added 3-11-2009. Regular price $2159.00, 10% off Combo Kit price $1943.00.

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There will be a $175.00 core charge added to all Dodge diesel torque converters.

#22-48RE. 48RE 2005 On Superior Shift Correction Package. Fits 48RE transmissions with electronic throttle valve actuator only. (NOT FOR 47RE or 2004 48RE TRANSMISSIONS) Added 3-9-2009. Cost $69.00

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Note - 8th VIN digit "C" = 48RE Model & 8th VIN digit "6" = 47RE Model

 

 

 

 

 

 

 

 

 

 

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

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• Drop-in-replacement valve

• Extends life of the forward clutch and input sprag

• Ideal for electrically downshifted units with aftermarket paddle shifters

 

 

 

 

 

 

 

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

#19S-2 Early Non-Bearing Type
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#19S-3 Late Bearing Type
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Allison AT1000 / 2000 / 2400 Output shaft nut Spanner Socket

#T1000SS. Accepting a 1/2” drive and weighing in at just over 25oz,  our socket is more than just another pretty face.  The inner cavity is cut only slightly larger than the output shaft as to eliminate any possibility of side-loading the ears, shortening its service life, eventually slipping and rounding the uncommon spanner nut: a sure way to ruin your day. Added 3-5-2009. Cost $99.00

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#89GL. AOD Selector Shaft and Arm. Can be adjusted to any angle and radius. Added 2-28-2009. Cost $58.00

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#36LS1. This LS1 SFI flexplate fits 1998 and newer F-bodies with LS1 engine as well as 1999 and newer GM trucks with 4.8L, 5.3L and 5.7L LS1 type engines. Added 2-27-2009. Cost $75.00

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#1CK. AOD / AODE to 4R70W Wide Ratio Conversion Kit. This kit will convert your first gear ratio from 2.40 (AOD) to 2.84 (4R70W). This kit also makes it possible to use the wider 4R70W overdrive band. If you are doing an AOD conversion to 4R70W gears and your AOD has a cast iron direct drum see #1CK2 below. Added 2-25-2009. Cost $366.00

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#1CK2. Washer needed if you are doing an AOD conversion to 4R70W gears and your AOD has a cast iron direct drum. It will not work without this part. See #1CK above. Added 2-25-2009. Cost $12.00

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4L80E Torque Converter Clutch Regulator Valve Kit

#2TCC. Some vehicles with a 4L80E transmission may exhibit the following problems: converter shudder, burned converters, no TCC clutch apply, and / or code 68 / 39 or P1870 / P0741. Often these complaints can be caused by the constant oscillation of the steel TCC regulator apply valve wearing the aluminum bore, resulting in a loss of converter apply oil pressure. This is a replacement TCC regulator apply valve kit that will prevent valve-bore related problems. Added 2-21-2009. $25.00

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Hard-anodized aluminum valve incorporates a Teflon® seal at the main wear area of the bore to prevent oil loss.

The valve spool land at the spring end has been lengthened to provide greater bore-to-valve surface contact, thus further preventing leakage.

The heavier spring provides OEM lockup feel. The lighter-duty spring provides a firmer lock-up, best suited for towing applications.

The valve spool has annular grooves to help center the valve in the bore.

A .030" chamfer has been added to allow more line pressure into the TCC regulator apply circuit to prevent converter shudder.

#TA4LD. A4LD / C3 / 4R44E / 4R55E / 5R55E / 5R55N Pump Gear Alignment Tool. Always use a pump gear alignment tool when setting up your A4LD type pump or severe pump, pump gear and converter hub damage will occur. Added 2-12-2009. (OUT OF STOCK) Cost $62.00

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#AT1000. Allison 1000 Output Shaft Locknut Removal Socket. Made from 4140 HTSR steel that is further Nitride hardened to give it a very hard surface hardness and an oxide-free finish. Added 2-12-2009. Cost $110.00

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#3BP. Billet Steel Rear Servo Pin. Fits 518, 46RE / RH, 727 rear servo. Fits our servo #46RES and #3. Click the picture on the right to see why you need this part. Added 2-3-2009. Cost $19.00

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#21SS. 2003 Up 5R110W Output Speed Sensor. Added 2-3-2009. Cost $57.00

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#11A2. Rollerized 700R4 / 4L60E Reverse Input Drum, machined to receive a Torrington roller thrust bearing between the drum and pump. This will give you an all rollerized transmission when combined with the #44X rollerized reaction carrier shaft. Made using a new #11A drum. Added 1-30-2009. Cost $205.00

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#22P. 1994 - 1997 E4OD Four Pinion Steel Overdrive Planet. Added 1-28-2009. Cost $113.00

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#22PS. 1989 Up E4OD / 4R100 Four Pinion Steel Overdrive Planet with Shaft. Fits all E4OD / 4R100 transmissions if changed as a set. Added 1-28-2009. Cost $129.00

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#25TW2. C4 / C5 Thrust Washer Kit, with selectives. Fits 1970 - 1986. Added 1-28-2009. Cost $23.00

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#T6L80. 6L80E Center Support Retaining Ring Removal Pliers.
Also needed for servicing the 6L50E in the Cadillac CTS and the 6L90E in GM 2500 pickups. 

The 6L80E ushered in a new era as GM’s rear-wheel drive workhorse. A fascinating design that uses a Lepelletier-inspired gear train; it also uses a large aluminum center support which must be removed to gain access to the low/reverse clutch pack and the rear planet assembly.

The center support houses the 2-6 clutch pack on the front side and the low/reverse on the rear. The size of the support and the amount of stress of the two clutch packs it contains made necessary the use of a rather large, extremely stout snap-ring to hold it firmly in place.

Therefore, a rather large and stout pair of pliers is required! Until just recently none were available. To remove the snap ring many have found it necessary to cut into the case from the bottom to gain access with a screwdriver and hammer to "pop" it out of the groove.

Leverage is the name of the game when this much pressure is in play. The engineers burned the midnight oil working through many designs before arriving at what you see. The heavy-duty tips are replaceable, available through your regular tool truck. These are 26 1/2 inches long. This is a very hard job without this tool. Added 1-26-2009. Cost $129.00

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#4BA2. "The Power Wedge" 727, 518, 618, 47RE, 48RE unbreakable intermediate band anchor. OEM anchors are a compromise between functionality and cost. Their chosen material is brittle. As the band wears, the angle of the anchor changes slightly. When this occurs, pressure is applied to an area not designed to contend with it, often resulting in failure. Breakage may also occur when line pressure is increased due to performance modifications to the valve body and/or computer reprogramming. Diesel applications have a higher clamp load from different geometry of the apply lever adding even more stress. The Power Wedge is milled from a billet of super tough Tool Steel and will never suffer failure. It has the capability to handle literally tons of pressure; the customer installing one has simply eliminated another weak link. Added 1-26-2009. Cost $31.00

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IMG_1-096-25.JPG (87528 bytes) #56BFP. Dodge Cummins Billet Flexplate. Available for both 5.9L and 6.7L engines,1988 on. Designed to prevent cracking and breaking under the extreme stresses created by modified engines. Approved by all sanctioning bodies for racing and pulling. Compatible with all aftermarket and stock torque converters. We are so sure of the quality and design of this flexplate that it comes with a unconditional two year warranty. This is a must have if you have power adders. Added 1-22-2009. Cost $399.00

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#5-ODOR. 4L80E Overdrive and Overrun Red Eagle / Kolene Steel Clutch Sets. You get 4 overdrive and 3 overrun Red Eagle clutches with Kolene steels. Added 1-21-2009. Cost $99.00

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#5NSS. 5R55S / 5R55W Neutral Safety Switch, 2002 Up. Added 1-21-2009. Cost $49.00

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Main Transmission Index Page, Click Here

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#45GPS. 45RFE / 545RFE Governor Pressure Sensor, 1999 Up. Added 1-21-2009. Cost $56.00

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#45SS. 45RFE / 545RFE Input / Output Speed Sensor, 2 required, 1999 Up. Added 1-21-2009. Cost $30.00

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#17SR. TH400 / 4L80E Silencer Ring. Added 1-14-2009. Cost $5.50

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#13BP. TH350 Forward or Direct Backing Plate. Comes in .263" and .227". Added 1-14-2009. Cost $5.75

.263 Inch
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.227 Inch
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#13BPT. TH350 Forward or Direct Backing Plate. Comes in .200". Added 1-14-2009. Cost $10.00

.200 Inch

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#10R. Dodge 1/2" Cooler Line Clip Kit (Diesel). It's common for the cooler line retainer clips to wear thin causing rattles and potential blow-out at the connection. Replacement clips with the O-rings are now available in the Superior Dodge 1/2" Cooler Line Clip Kit. These clips are designed to snug up the connection to help stop the wear and the rattle. Includes six clips and O-rings, enough for three transmissions. Added 1-14-2009. Cost $16.50

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#45-PP1. 45RFE / 545RFE / 68RFE Second Clutch Red Eagle Power Pack. This Power Pack adds one extra clutch for a 50% increase in holding power plus better steels and clutch material. Added 1-9-2009. To have enough clutches and steels to fit a 68RFE you must buy 2 second clutch Power Packs. Cost $51.00

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#45-PP2. 45RFE / 545RFE / 68RFE Forth Clutch Red Eagle Power Pack. This Power Pack adds one extra clutch for a 33% increase in holding power plus better steels and clutch material. Added 1-9-2009. Cost $76.00

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#45-PP3. 45RFE / 545RFE Overdrive / Underdrive Clutch Red Eagle Power Packs. This is actually two power packs in one kit. Added 1-9-2009. Cost $143.00

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IMG_0926.JPG (63076 bytes) #PP7. This Power Pack comes with a special backing plate, 7 Red Eagle clutches and 7 Kolene steels for the overdrive brake clutch. Replace 4 or 5 clutches with 7 clutches for a 40% to 75% increase in clutch apply area. Fits all 500 to 48RE transmissions. Added 1-8-2009. Cost $118.00

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IMG_0929.JPG (24094 bytes) #PP8. Fits 4 clutch forward drum. Replace 4 clutches with 5 Red Eagle clutches and Kolene steels for a 25% increase in clutch apply area. You get 5 Red Eagle clutches, 4 Kolene steels and a special backing plate. Fits 48RE transmissions. Cost $89.00

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E40D / 4R100 Performance PATC / Alto Red Eagle Master Rebuild Kits

#23E4OD. PATC / Alto Red Eagle Master Rebuild Kit for 1989 on E4OD transmissions. Available for the first time, this is the worlds best E4OD master kit. Comes with all Red Eagle clutches and Kolene steels plus forward, direct and overdrive Power Packs. Added 1-1-2009. 1989-1995 Cost $436.00. 1989 Up (OUT OF STOCK).