Performance Transmissions and Parts from PATC 700R4 6L80E 68RFE 5R110W AOD 4L80E 48RE 4L60E 4R70W 47RE

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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.

Home of the 700 Raptor Transmission

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AOD / A O Dominator 

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6R80 High Performance Parts

 4L80E / 6 Speed 4L80E / Quadzilla / Bionic 80 wpe2.jpg (29812 bytes)

The 4L80E Quadzilla transmission has been selected to be used in the Dobbertin HydroCar, Click Here!

4L60E to 4L80E Swap Information C4 Corvette / Truck

Alto Red Eagle Power Packs for 6L80E Transmissions

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48RE Performance Rebuild, Click Here

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Raybestos / PATC Performance Website, Red and Blue Clutches

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G-Force Crossmembers for GM Transmission Conversions

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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

Over 4,000 people visit one of our 21 websites everyday .

We take 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 Sleeve

  • O-Ring

  • 3-4 Clutch Apply Plate

  • 3-4 Clutch Return Springs (10)

  • 3-4 Clutch Backing Plate

  • Socket Head Cap Screws

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

Smart Tech Input Housing Kit

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

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

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

2. Limited 3-4 clutch torque capacity

3. Repeated 3-4 snap ring blow-out

4. Input housing breakage near the input shaft spline.

5. Input housing fatigue

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

See video below for demonstration

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Features and Benefits

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

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

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

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

  • Eliminates snap ring blow out

  • Special Treated housing is significantly more resistant to fatigue failure

  • Includes steel reinforcement sleeve  and overrun piston.

  • Cost $499.00

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

Instructions Here

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

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

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

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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

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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.


Classic Mustang to AOD Conversion Kit


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#518RED16. 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.

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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              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 / 5R110 / 5R110W

Cost $159.95

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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. Cost $149.95

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Performance Automotive

and

Transmission Center

Toll Free Transmission and Parts Orders 1-888-201-2066

Toll Free Speedometer Gears and related parts Orders 1-888-877-1008

Email: Don@TransmissionCenter.net 

" 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. Patent Pending

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

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

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

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

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 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 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

 Cost $599.00

Two Gear Set

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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 sell.

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P assing

       
     

A ll

       
     

T he

       
     

C ompetition

       

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

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