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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 zero-flex of the backing plate. This was
never possible before. Faster because it has our PATC "Power Gear"
planetary. This planet gear has the correct gear ratios so you don't get
the usual RPM / power drop-off between first and second gears. This
gearing will lower your quarter mile time by 3/10 to 5/10 of a second.
This transmission is able to handle extreme horse power, higher than any other
700R4 / 4L60E transmission ever built before.
Available now the
PATC 6-Speed 4L80E transmission. Six-Speed 4L80E Transmission, Torque
Converter and PCS Controller Combo Kits with many options and versions. Visit
the 4L80E page for the details.
new GM 6 speed transmissions are an absolute engineering marvel. With
over 400 Parameters for transmission logic it's a very complicated
transmission by design, however mechanically it's very durable and
stronger than its 4 speed brothers when tuned correctly. We offer
complete dyno proven transmission tuning logic options to bring the
new 6 speed transmission to life. Our tuning is designed to work with
our components or factory components as well. With over 15 years of
tuning experience we offer the complete package for any vehicle. There
are tremendous drivability and performance benefits to be gained by
simply tuning just the transmission control module of the new GM 6
speeds. However in saying this, there are also a ton of mistakes to
make as well. Our logic module was designed in close relationship with
the engineers and design team to bring the most reliable 6 speed
algorithms' on the market. With careful consideration to, friction
coefficients, apply / release timing, and extensive thermograph
testing, we took a scientific approach when tackling the new 6-speeds.
Call Blake at 1-888-2012066 for pricing and questions. Fill in the
shopping cart to the right and we will call you for details.
6L80E Custom Tuning
Over 4,000 people visit one of our 21 websites everyday .
PayPal, all we need is an email
address to send you an invoice.
You have five days from the day you receive
your parts order to report missing or wrong parts.
Smart-Tech Input Housing Kit
Part No. 77733-06K
Teflon Impregnated Rear
Stator Support Bushing
Modified Input Housing
Input Drum Reinforcement
3-4 Clutch Apply Plate
3-4 Clutch Return
3-4 Clutch Backing Plate
Socket Head Cap Screws
Note: Cannot be used with
late style, stamped steel forward pistons. Additional component upgrades
required for 96'-earlier applications.
Tech Input Housing Kit
700R4, 4L60, 4L60E, 4L65E, 4L70E
#77733-06K. This new Smart Tech
input housing has again turned the world on it's ear by
revolutionizing the 3-4 clutch pack issues that have plagued this
transmission for years. The new Smart-Tech Housing kit #77733-06K
addresses five inherent weak areas of the 700R4, 4L60E, 4L65E, 4L70E
Flexing / bowing of the 3-4 backing plate
Limited 3-4 clutch torque capacity
Repeated 3-4 snap ring blow-out
Input housing breakage near the input shaft spline.
Input housing fatigue
Flexing / Bowing of OE and other
aftermarket backing plates is eliminated with this heavy duty bolt-on
backing plate. This unique design ensures even clamping of the 3-4
clutches in higher horsepower, higher pressure applications. By
eliminating the 3-4 snap ring and using a thinner yet much stiffer
apply plate, space is made available for additional frictions and
steels. This makes is possible to simultaneously increase the clutch
torque capacity and eliminate the possibility of retaining ring
blow-out. A steel reinforcement sleeve prevents breakage in the spline
area. Housing fatigue failure resistance and housing life are
significantly improved with a special treatment process that reduces
stress crack formation.
Increased 3-4 clutch torque
capacity will accept either:
Eight .067" frictions
with seven .095" steels
Nine .062" frictions
with eight .077" steels
Eliminates snap ring blow out
Special Treated housing is
significantly more resistant to fatigue failure
Includes steel reinforcement
sleeve and overrun piston.
the 4L60E 3-4 clutch pressure plate flexing with only 110 PSI apply
pressure. This is a Brand New GM pressure plate with HD stamped on
it (the strongest GM). The fixtures are two 10-32 nuts glued with
epoxy to opposite sides of the top of the pressure plate. Eye bolts
are screwed into the nuts and aluminum rods inserted into the
eyebolts. This visually demonstrates the bowing/ flexing/ dishing
that happens to the 3-4 clutch applies. You can only imagine the
extreme flexing that takes place on a quick apply at a 190 + PSI.
This is exactly why this clutch pack has such a terrible reputation.
#STS1. 4L60E Billet Heat Treated Input Shaft for LS1 Type
Transmissions. Cost $299.00
1998 to 2002 LS1 equipped Camaro and Firebird
* 1999 to 2005 Gen III engine
equipped V8 trucks including all 4L65E transmissions
* 2005 C6 Corvette
#STS2. 4L60E / 700R4 Billet Heat Treated Input Shaft for Early
4L60E / 700R4 Type Transmissions. These new Input Shafts are a must for high
horsepower applications to eliminate input shaft breakage issues.
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.
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.
it was only that simple . . . .
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.
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.
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
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
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.
drop shifting @ 5,000 Rpm's with a 30 inch tire
Ratio (After Market)
drop shifting @ 5,000 Rpm's with a 30 inch tire
drop shifting @ 5,000 Rpm's with a 30 inch tire
Ratio (After Market)
drop shifting @ 5,000 Rpm's with a 30 inch tire
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.
Position Sensor - Cost $125.00
Shifter only - Cost $550.00
Shifter with Display - Cost $599.00
Button Shifter - Cost $1149.00
to 4L60E Transfer Case Adapter - Cost $484.00
Speedometer Drive Motor and Cable - Cost $349.00
Fan Cooler - Cost $189.00
You also need a water transmission
cooler in the radiator.
Sonnax Dodge 16%
Oversize Intermediate Super Servo, Cover and Pin.
Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and
47RH. New eight sealing ring design for a super seal. The overall result is more
holding force in 2nd, firmer 1-2 and 2-3 shifts that become
firmer under load.
16% More Holding Power
Firmer 1-2 Shift
More Positive 2-3 Shift
Perfect for Heavy-Duty and
Eight Sealing Rings
Redesigned Derale Pan Cooler
/ 4R100 / 5R110 / 5R110W
Deep, 3 5/8" to Tubes
5 1/5 Quarts
over on 727
2 1/8 Quarts
over on 48RE
Derale #14210, 518 / 618 / 46RE / 47RE / 48RE / 727 Transmission Pan
Cooler. This pan has turbulator cooling tubes using air flow beneath the
vehicle to reduce the transmission fluid temperature from 20° to 50°
F. Fluid capacity is increased from 2 1/8 to 5 1/2 quarts. This pan has
a drain plug and is 4 1/2 inches deep. The pan gasket is included.
"The Next Big
Thing".PATC has developed a new 6 pinion
planet gear set for 700R4 / 4L60E transmissions. This will be the
biggest thing in 700R4 advancements in years. These will have a 2.84
to 1 first gear, 1.56 to 1 second gear, 1 to 1 third gear and .70 to
1 overdrive ratio. This close ratio 700R4 gear set will have a
11.72% less RPM drop between 1st and 2nd than the wide
(stock) ratio gear set. In other words the close ratio gear set will
only have 88.28% as much RPM drop as the wide ratio gear set. This
is what people have been asking for, for years. These will work on
any 4L60E type transmission without a gear ratio error code, if the
PCM is modified. The carrier is made from E4340 billet steel and the
pinion gears are 9310 steel. With the billet sun gear made from
9310M steel. This gear set is used to reduce torque multiplication /
rotating speed in the transmission in first gear. This improves
track applications that overpower the rear tires upon launch. This
is common with numerically high final drive ratios. Now you will
have a choice between the wide ratio or the new close ratio gear
sets. In first gear this close ratio gear set has a 7.2% numerically
lower final drive ratio. It has been reported that the 2.84 gear set
could lower your quarter mile time as much as 4/10 of a second over
the 3.06 gear set. This gear set has been in research and
development for over one year. You might ask why 6 pinion gears. The
answer is because high horse power motors can eat the small needle
bearings up in the pinion gears. The solution is to spread the load
over 50% more needle bearings and at the same time building the
planet gear set out of a higher grade steel. The first 50 are in
production now and the approximate release date is May 2009. We have
finished the testing in our test truck with the following findings.
The gear noise in manual low is reduced by at least 50% compared to
a stock OEM planet gear and at full throttle there was no noticeable
power drop on the 1st to 2nd shift. Testing will begin
later this week in an 1100 horse power C5 Corvette. The car runs
9.56 seconds now. Nothing will be changed but the front planet gear
then tested to see the difference. Testing should be completed by
are the test results from the weekend of May 30-31, 2009. Both where
run for the base time then nothing was changed but the front six
pinion planet gear then retested to determine the time difference.
first car is a C5 Corvette with an 1100 horse power blower motor.
The best time with the factory planet gear was 9.56 and the time
with the new 2.84 six pinion planet gear was 9.25. This is a
whopping 3/10 of a second faster in the quarter mile. The time would
have been even better if the 3-4 clutch wouldn't have been slipping.
Perhaps as much as 1/2 second better then the factory gear ratio.
second test was with a 460 horse power all-wheel-drive Chevy
Cyclone. The best time with the factory planet gear was 13.10 and
the time with the new 2.84 six pinion planet gear was 12.90. This is
a whopping 2/10 of a second faster in the quarter mile. There was
300 to 400 less RPM drop on the 1-2 shift with the new gear ratio.
This truck didn't have a problem with tire spin on take off because
it has all-wheel-drive. The 2/10 of a second was picked up on gear
ratio change only, not on take off.
6-3-2009: Three more reports have come in with 3/10 of a second or
more off of their E. T..
gear was built for the 1982 on GM 700R4 family of transmissions
only, that includes the 700R4, 4L60, 4L60E, 4L65E and 4L70E model
numbers. For drag racing purposes the 700R4 has too large of a gear
ratio spread between first gear and second gear resulting in too
large of a RPM drop between gears resulting in a large torque drop
(loss). With the new 2.84 gear (1st gear ratio) there is
approximately 500 less of a RPM drop on the first to second full
throttle shift depending on the RPM of the 1-2 shift point. This
gear change also results in a 4% less RPM drop upon the second
(intermediate gear) to third (direct drive, 1 to 1 ratio) shift.
purpose of this gear is keep the torque at a higher point on the
torque curve when shifted to second gear from first gear resulting
in a faster elapsed time in a quarter mile. The front planet gear
controls the gear ratios of first and second gear. The 2.84 to 1
gear ratio in first is accomplished by using a larger diameter sun
gear and a smaller diameter pinion gears. At the same time the
pinion gear carrier and the sun gear are made from a higher grade
steel to handle motors with higher horse power and torque levels. In
addition one or two additional pinion gears are added (total of six)
to spread the load (torque) over a larger area and to accommodate
more pinion gear needle bearings. (The OEM stock front planet gear
set has 4 or 5 pinion gears.)
testing it was found to result in at least a 3/10 second improvement
in elapsed time in two wheel drive cars and at least a 2/10 second
improvement in elapsed time in all wheel drive cars. As an added
bonus the 2.84 first gear ratio has less tire spin than the 3.06
original equipment first gear ratio making 2WD cars faster on take
off. For the purposes of the 700R4 transmission the 2.84 gears set
would be called the close ratio gear set and the 3.06 original
equipment first gear ratio would be the wide ratio gear set. A wide
ratio gear set would be better for towing and a close ratio gear set
would be better for racing. There are other transmissions with 2.84
first gear ratios or six pinion gears but not for the 700R4 family
to 2nd Ratio Drop
/ 4L60E with PATC
close ratio gear set. Low
geared 1st with 11.72%
less 1st to 2nd RPM drop than the wide ratio gear set.
This is the same
ratio as a 4R70W transmission.
Two Gear Set
Watch the before and after videos
above using the PATC Power gear!
0 to 100 MPH in 16 seconds, 0
to 100 MPH in 14 seconds with the PATC Power Gear. Notice the tire chirp on the
1-2 shift with the Power Gear.
PATC is on the
cutting edge of performance rear wheel drive American transmission development.
We work with different manufacturers in the development of stronger parts. We
have the most complete inventory of performance transmission parts for Ford, GM
and Dodge than you'll find anywhere else. Using these parts we have developed
performance / heavy duty transmissions in many different levels and types. This
is why three to four thousand people visit one of our twenty performance
transmission websites everyday, making PATC the number one performance
transmission destination on the Internet. These websites are updated sixteen
hours per day seven days a week. We don't just sell transmissions and parts, we
test them in our test vehicles on the street and at the drag strip. We have the
hard to find performance transmission parts all in one place and in stock. We
sell the total package, not something that will cost more in the long run or
cost more after you buy everything you need one part at a time. Our customers
know if we don't have what they need we know who does. On this Website you will
find many performance / heavy duty automatic transmission parts the others don't
Every Transmission Tested on the PATC Dyno.
Main Torque Converter Page