Six Speed 4L80E, 6 Speed 4L80E, Performance PATC 4L80E Transmissions and Parts, 6X

4L80E Performance Transmissions and Parts

Performance Transmissions and Parts

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4 Speed - Performance 4L80E Transmission - Level 2

 

 

 

 

This 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 Bionic 80 transmission is tested in our test truck. No trade-in needed on this one for $3195.00. 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). Can be ordered with a deep cast aluminum pan for an extra $235.00. Order the hardened input shaft if you have nitrous ($449.00). This transmission will take the place of a 4L60E transmission with the use of #10X below (LS1 type computer only). For years now people have been looking for a way to replace the weaker 4L60E transmission with the stronger 4L80E transmission, well the time has come. This transmission and torque converter can be built for gas or diesel.

          4L80E_Hub.jpg (75235 bytes)       

Level 2, 4L80E / Bionic 80 Transmission and Converter
Transmission Type ?
1997 Up LS1 Type Case ?
UpGrades ?
Stall Speed ?
Add Dip Stick & Tube ?
Shirt Size ? - Free
Delivery Type ?
Add Dust Cover & Inspection Plate ?
Pan Upgrade ?

Check out this special deal. Buy a level 2 or 3 4L80E transmission and receive a 10% discount on any of the below upgrades. You must buy a Level 2 or 3 4L80E transmission to get this discount.

1997 Up Billet Low / Reverse Servo. Cost $89.00
Qty

1997 Up Billet Intermediate Shaft. Cost $404.00
Qty

Billet Clutch Hub with Bearing. Cost $134.00
Qty

Larger 36 Element Intermediate Sprag with more Clutches. Cost $759.00
Qty

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 is available for putting an electronically controlled model transmission into a street rod, truck, RV or any non-overdrive vehicle (#58 below). 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 $165.00 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.

6 Speed - Performance 4L80E Transmission - Level 2

6 Speed 4L80E Transmission, Torque Converter and PCS Controller Combo Kits

 

 

 

 

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.

4L80E_6_Speed.jpg (230282 bytes)  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 and comes with a PATC shirt. No trade-in needed on this one for $6939.00. 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 PCS 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.

 

6 Speed Valve Body

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Billet Input Shaft

Wide Black Band

Fillet Hub

4L80E_Hub.jpg (75235 bytes)

Intermediate Clutch

Forward Clutch

Direct Clutch

Overdrive & Overrun Clutches

34 Element Sprag

6 Speed Transmission Controller

Transmission Controller Wiring

#80B Torque Converter

#88 Torque Converter

#80B3 Torque Converter

#MR88-3L Torque Converter

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
Qty
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 $572.00
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
Qty

1997 Up Billet Intermediate Shaft. Cost $404.00
Qty

Billet Clutch Hub with Bearing. Bearing Upgrade Cost $43.00
Qty

Larger 36 Element Intermediate Sprag with more Clutches. Cost $759.00
Qty

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.

Chevy

4 Speed Full Manual - Performance 4L80E Transmission - Level 3

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The baddest of the bad, this is a non-electronic 4L80E transmission. Some of the features are: Full manual shifts - the transmission will be in the gear you select and changes to any gear you choose when you move the selector, no computer or wiring needed, Red Eagle clutches, Carbon fiber band, RedEagle PowerPacks for the forward, intermediate and direct clutches, Kolene steels, Red Eagle clutches for the overdrive and overrun clutch sets. The 16 element intermediate sprag is replaced with a 34 element sprag, rated up to 1200 horse power depending on upgrades and has full throttle 3-4 up-shifts. It comes with a non-lock-up torque converter (#L80-NLU) and the core charge is included in the price. This is the transmission that off-roaders, big horse power streeters and racers have been waiting for. Something with an overdrive gear that you can beat the snot out of without giving it or you a runny nose. It just gets comfortable at 900 horse power. The shift kit alone costs us $250.00 and takes a full day to install. All of this can be yours for $3395.00. Every Quadzilla transmission is tested in our test truck. It doesn't get any better than this folks. If you have over 500 horse power you may want to consider this transmission. Add $150.00 for LS1 type bell housing bolt pattern (7 bolt). The late model type are built from 1997 to 2001 cores, known to be the best.

Can be ordered with a 11 inch torque converter rated at 1200 horse power for an extra $529.00 (#6XX). Gear ratios, 1st 2.48, 2nd 1.48, 3rd 1 to1, 4th .75 . In other words when in 4th gear a 4.11 rear end ratio would be equal to a 3.08 rear end ratio. Can be ordered with a 2.75 1st gear ratio and a 1.57 2nd gear ratio for an extra $695.00. Can be ordered with a deep cast aluminum pan for an extra $235.00. Order the hardened input shaft if you have nitrous ($449.00). 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. 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 $165.00 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 $300.00 to $450.00 depending on year and model less freight, just let us know.

Level 3, 4L80E / Quadzilla Transmission and Converter
Transmission Type ?
1997 Up LS1 Type Case ?
UpGrades ?
Stall Speed ?
Add Dip Stick & Tube ?
Shirt Size ? - Free
Delivery Type ?
Add Dust Cover & Inspection Plate ?
Pan Upgrade ?

Check out this special deal. Buy a level 2 or 3 4L80E transmission and receive a 10% discount on any of the below upgrades. You must buy a Level 2 or 3 4L80E transmission to get this discount.

1997 Up Billet Low / Reverse Servo. Cost $89.00
Qty

1997 Up Billet Intermediate Shaft. Cost $404.00
Qty

Billet Clutch Hub with Bearing. Cost $134.00
Qty

Larger 36 Element Intermediate Sprag with more Clutches. Cost $759.00
Qty

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

2-27-2004. The Performance Automotive and Transmission Center Quadzilla transmission has been selected for the Dobbertin HydroCar project. This is the awesome Chevy 572 cubic inch, 750 horse power, 705 torque motor that will deliver the power to the PATC Quadzilla transmission. This was the combination needed to make the Dobbertin HydroCar the worlds fastest amphibious vehicle. The 4L80E Quadzilla is one of the few transmissions in the world up to this challenge.

5-7-2004. PATC has a Quadzilla transmission in the up-coming Las Vegas to Reno 500 mile road race. This transmission will be in a Hummer H1 powered be a Chevy 572 cubic inch big block.

2-10-2005. PATC has a Quadzilla transmission in a 1992 Hummer H1 that will be in the 3-6-2005 Morocco-Rally (Tuareg Rally). Later this year it will be in rallies in Libya and Tunisia. This sounds like the ultimate test.

 

 

 

 

 

 

 

 

 

 

 

Buy a Quadzilla or a Bionic 80 transmission and torque converter anytime during 2014 and receive your choice of a PATC fluid temperature gauge, transmission cooler or PATC Racing T-shirt Free !

Alto RedEagle clutch PowerPacks and Kolene steels are used in all of our Quadzilla transmissions. Soon to be used in the Dobbertin HydroCar.

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

4L60E to 4L80E Conversion

Free Freight Deal !  Extended for an indefinite period of time! Buy any 4L80E performance / heavy duty overdrive transmission and torque converter (level 2 or 3) and we'll pay up to $110.00 on the freight.

Stock Plus 4L80E Transmission - Level One +

This transmission has automatic shifts and a heavy duty lock-up torque converter. Starting with one of the strongest transmissions on the planet we added a Transgo stage two shift kit. Rated up to 700 horse power with the Red clutch and torque converter upgrade. Every level one stock plus transmission is dyno tested. Now you can afford a pre-tested 4L80E transmission for only $2249.00. As an added bonus you can receive a $100.00 discount on a Compushift Electronic Control Module if you buy this package deal. This would bring the total price of the dyno tested 4L80E transmission, torque converter and electronic control module from $2874.00 to $3348.00. This transmission will take the place of a 4L60E transmission with the use of #10X below (LS1 type computer only). For years now people have been looking for a way to replace the weaker 4L60E transmission with the stronger 4L80E transmission, well the time has come.

You can upgrade to all 5 sets of Red clutches for $159.00 making this a very strong transmission. If you have over 400 horse power you need the #L80-LU torque converter upgrade for $159.00. The freight will run from $115.00 to $275.00 in the lower 48 states. There is a core charge of $200.00 on 1996 back transmissions or $300.00 on 1997 up transmissions if you don't have a trade-in. If you have a trade-in simply call us when it's ready to be picked up for a core refund less the freight to get it back here. Trade-ins must be in re-buildable condition and of the same type when we receive them.

Qty
Gas/ Diesel
Shipping
Liftgate
Stall Speed
Add Compushift Transmission Controller
Add PCS Simple Shift Transmission Controller
Upgrade to all 5 sets of Red clutches for $159.00
#L80-LU torque converter upgrade for $159.00.

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. . . . . . . . Performance Automotive and Transmission Center . . . . . . . . Performance Automotive and Transmission Center . . . . . . . .

Order Now Toll Free
Transmission Orders 1-888-2012066
Transmission Parts Orders 1-888-2012066

This Big Block 500 horse power Chevelle had a Quadzilla installed at our shop 2-1-2002. This is the Street Rod transmission of the future, as more and more people install motors with over 500 horse power. The Quadzilla is the Maximum Overdrive. As you can see from the date we've been in the performance 4L80E business for a long time.

   

 

This is the HydroCar Quadzilla transmission with the custom built transfer case mounted on the tail. The Atlas transfer case is an all-gear driven unit that will easily handle the horsepower and torque of the 572 cubic inch Chevy engine. It was custom made as a right-hand unit and can be shifted for the front wheels only, the prop only, or both together, during launches and landings.

Ask about our quantity and transmission builder parts discount.

Combo Kits

#K80L2. Fits all Chevy 4L80E transmissions. You get all 3 Alto Red Eagle Power Packs for 1st, 2nd and 3rd and Red Eagle clutches in overdrive and overrun, plus a Transgo stage 2 Shift Kit. Transgo Shift Kits instantly reprogram automatic transmissions for high performance and durability. Plus you get the wider 1999 up black carbon band and a 34 element sprag and drum. This is the exact parts list we use in our Level 2 Bionic 80 transmission. Cost with a 10% Combo Kit discount $816.00, plus you can add the billet input shaft and billet hub with a 10% discount for $512.00. All of this plus you can order the torque converter of your choice at a 10% discount.

Year 4L80E ?
Add Billet Shaft and Hub ?

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#K12. Fits all Chevy 4L80E transmissions. You get all 3 Alto Red Eagle Power Packs for 1st, 2nd and 3rd plus a Transgo stage 2 Shift Kit. Transgo Shift Kits instantly reprogram automatic transmissions for high performance and durability. It comes with a Compushift ECM (Electronic Control Module) to control the shifts and converter clutch lock-up. Putting an electronically controlled 4L80E transmission into a street rod, truck, RV or any non-overdrive vehicle was never so easy. All of this for $1501.00. SAVE $131.00 HERE !, 8% OFF

      4L80E_Transgo.jpg (244114 bytes) 

Qty

#K12S. 4L80E Hard Input Shaft. This is a must if you have nitrous or over 500 horse power. You must buy the above #K12 or #K80 Combo Kit to get this price. Cost $428.00. SAVE $35.00 HERE !, 7.5% OFF

Qty

#K12BP. Red Eagle clutches for the 4L80E transmission. You get 4 overdrive clutches and 3 overrun clutches, 7 total, plus 7 Kolene steels. You must buy the above #K12 Combo Kit to get this price. Cost $91.00. SAVE $8.00 HERE !,9.2% OFF

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Qty

#K80. Fits all Chevy 4L80E transmissions. This is the level 3 Quadzilla kit with a converter upgrade. You get all 3 Alto Red Eagle Power Packs for 1st, 2nd and 3rd, Red Eagle clutches and steels for overdrive and the overrun clutches plus a Transgo stage 3 Quadzilla Shift Kit. In addition you get a filter, 34 element sprag, gasket and seal kit, oversize black Kevlar band and the #6XX torque converter rated at 1200 horse power. All of this for $1791.00. YOU SAVE $156.00 HERE !, 8% OFF (Deduct $921.00 without the torque converter.)

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Qty
Year

 

Combo Kit Rules: It doesn't get any better than this folks, now you can have your parts and save money too. You may be eligible for other discounts on any parts needed for your rebuild, if you buy them at the same time as the master rebuild Combo Kit. The Electronic Control Module can be deducted from this Combo Kit at the price charged in that kit and you'll still receive the same discount rate on that kit. Any other parts for that type transmission can be added to a Combo Kit at the same discount rate for that kit, if not already listed as an add-on / upgrade for that kit.

Build your own Combo Kit: Buy any 3 part numbers for the same type transmission at the same time that totals $450.00 or more and receive a 7% to 12% discount depending on what you buy.

Bulk Performance Transmission Parts Here

 

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 $2169.00

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Throttle Position Sensor - Cost $125.00
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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 $572.00
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.

#1. 4L80E_Full_Manual.jpg (149603 bytes) Quadzilla Shift Kit - Full manual shifts - the transmission will be in the gear you select and changes to any gear you choose when you move the selector. No computer or wiring needed, rated at 900 + horse power and has full throttle 3-4 up-shifts. This is the Street Rod transmission of the future, as more and more people install motors with over 500 horse power. Cost $293.00.

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#1X. 4L80E Transgo stage 2 shift kit. TRANSGO shift kits instantly reprogram automatic transmissions for high performance and durability. $158.00

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_DSC2316.JPG (117108 bytes) #91P. Universal pump alignment tool. Works with all pumps. This tool comes with a chart, placing the pin in the correct numbered hole for that type transmission. This tool works in reverse, squeeze the clamp and place over pump halves then release for an automatic clamp. Cost $99.00

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Bench Buddy

#BB. Impregnated with a special super fine abrasive, Bench Buddy brushes easily remove small burrs and polish the inside of a valve body bore with virtually no enlargement of the bore diameter itself. Each Bench Buddy kit features 4 different sized brushes. Cost $38.95

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  • Improves the surface finish of a bore by up to 50%

  • Restore smooth valve operation in seconds

  • Services bores from 1/4" to 1"

 

 

 

 

 

 

 

Accumulator Buddy

#AB. Accumulator Buddy. Impregnated with a special super fine abrasive, Accumulator Buddy brushes easily remove small burrs and polish the inside of a valve bore with virtually no enlargement of the bore diameter itself. Each Accumulator Buddy kit features 3 different sized brushes, 1-3/8", 1-5/8" and 2". Cost $43.95

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#TC-1001. GM Shift Lever Seal Removal Tool. Fits 200, 200-4R, TH350, TH400, 700R4, 4L60E and 4L80E. Maybe others. Cost $67.00

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IMG_0898.JPG (46489 bytes)

 

 

 

 

 

 

#60NSS. Genuine Delco Neutral Safety Switch. Fits most 1995 to 2003 4L80E transmissions. This is the switch that fits on the shift lever at the transmission. Look to see if you have 1 wire or 2 wires. Cost $54.00

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#PT2 and #PT3. These pigtails fits #60NSS manual lever position sensor above. Cost #PT2 on left $76.00, Cost #PT3 on right $40.00.

#PT2, Large
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#PT3, Small
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#61NSS. Genuine Delco Neutral Safety Switch. Fits some 2001 up 4L80E transmissions. This is the switch that fits on the shift lever at the transmission. Look to see if you have 1 wire or 2 wires. Cost $45.00

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#PT1. This pigtail fits #61NSS manual lever position sensor above. Cost $44.00

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#1P. Speed sensor dummy plug to use on a full manual shift Quadzilla transmission. Two needed per transmission. Cost $19.00

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#1SS. 4L80E speed sensor, two required per transmission. Cost $24.00

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#60XX. 4L80E 1992 - 2003 Force Motor / EPC. Cost $47.00

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                      #60XXX. 4L80E 2004 up Force Motor / EPC. Cost $47.00

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#1S. 4L80E, 1-2 Shift Solenois A. Cost $13.00

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#1S2. 4L80E, 2-3 Shift Solenois B. Cost $13.00

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#1W. 4L80E Internal Wiring Harness, 1994 - 2003. Cost $51.00

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#1LU. 4L80E TCC Lock-Up Solenoid, PWM. Cost $30.00

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#1MPS. 4L80E Manifold Pressure Switch. Fits all years. Cost $29.00

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#2PT. 4L80E 1991 Up External Wiring Harness. Cost $39.00

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#T9138. 4L60E / 4L80E Internal Wiring Harness Removal Tool. Cost $18.00

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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.

#4L80E-LB1. 4L80E Line Pressure Booster Kit. Cost $32.00

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4L80E Pressure Boost Valve

#2V. Common problems in vehicles with a 4L80-E transmission include uncontrollable line rise (upwards of 500 psi), high line pressure in reverse, broken direct clutch drums and/or broken cases. These problems can be caused by excessive EPC torque signal pressure. The Sonnax self-regulating reverse boost valve eliminates these problems by limiting EPC pressure. The boost valve has an encapsulated relief valve that will allow EPC pressure to exhaust if it exceeds 95-105 psi. A closely toleranced sleeve is included with the kit. This restores the hydraulic integrity between the valve and sleeve, which can also cause the problems mentioned previously. O-rings have been added to the sleeve to compensate for pump bore wear and prevent pump scrappage. Cost $75.00

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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. $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.

 

4L80E Actuator Feed Limit Valve Kit

• Kit includes wear-resistant sleeve and anodized valve with annular grooves to prevent side loading.

• Valve operates in full-contact sleeve, providing 54% more support.

• Boosts oil pressure to the shift solenoids.

• Eliminates AFL oil loss, corrects low line pressure.

 

 

 

 

 

 

 

 

 

#27AV. The 4L80E OEM actuator feed limit (AFL) valve has a large reaction area and is greatly affected by side loading, which wears the valve body bore. The EPC solenoid oscillates the torque signal and AFL oil, which increases valve action. As bore wear increases, oil pressure is reduced to the shift solenoids, which causes solenoid and ratio codes. The same AFL oil loss results in lower line pressure. Valve Cost $49.00, Tool Cost $229.00

AFL Valve Kit

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Tool for AFL Valve

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Additional 4L80E Sonnax Parts

 

 

 

 

 

 

#2P. Transgo 4L80E performance separator plate. 4L80E universal valve body separator plate, 1991-2004. One plate replaces all 1991-2004. Comes with complete easy to follow instructions. Cost $22.00

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#30CB. Torlon Check Ball, .250", 10 per bag. The new check balls (.250") are made out of tough wear- resistant imidized plastic. The imidized plastic balls seal better than steel balls because they conform to the separator plate ball seats. Steel check balls are hard and heavy, wearing separator plate ball seats from the repeated high impact of the ball on the seat. Elastomer or rubber check balls seal well. However, the elastomer material wears, reducing the size of the ball. Fits 700R4, 4L60E, 200-4R, TH400 and 4L80E transmissions. Sold 10 per bag. Cost $7.00

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_DSC1920.JPG (22021 bytes) _DSC1924.JPG (68542 bytes)

 

 

 

 

 

 

#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. Cost $99.00

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#3SSK. The Sonnax Reverse Servo Spacer Kit is a simple, low cost way to add durability to the 4L80-E transmission and eliminates the need to retrofit early design reverse servo pistons into late units. Due to a design change in 1996, the reverse servo commonly breaks because it is stressed more than early servos. Installation of this Sonnax kit reduces piston stress by increasing the contact area between the aluminum piston and spacer, and incorporating a cushion spring washer. The new contact area is over two times the original and the pressure between the piston and the spacer is reduced by 60%. This Sonnax kit easily installs during assembly and does not require machining or other modifications. Excessively high line pressure in reverse is directly related to boost valve wear and cross leaks into the EPC oil circuit. For maximum durability, inspect and replace the boost valve if needed. Cost $19.00

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#3LR. New Borg Warner TH400 / 4L80E Carbon Fiber Low / Reverse Band. Cost $30.00

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#3B. 4L80E larger manual 2nd band. Upgrade your 1991-1998 transmission to 1999 standards. This band is 1 and 1/4 inches wide a full .255" of an inch wider than a 1991-1998 band. Wide carbon fiber band, servo and apply pin. (You must change all three pieces at once.) Cost $52.00

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#3B2. 4L80E larger 1 and 1/4 inch carbon fiber manual 2nd band. Band only, fits 1999 up. Cost $25.00
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#5-10. 4L80E 1 inch carbon fiber manual 2nd band. Band only, fits 1991-1998. Cost $22.00
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#4. 4L80E / 4L85E Hard Input Shaft. This is a must if you have nitrous. Input Shaft and Clutch Hub Upgrades Recommended if Over 500 Horse Power. This Billet Input Shaft is a 100% Bolt-In replacement for the OEM shaft. Made from 9310 Vacumelt, this shaft is vastly stronger than the OEM shaft and is a must have component for high horsepower Pro-Street and Off-Road applications. Cost $463.00

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4L80E Heavy Duty Intermediate Shaft

#80S. This 1997 On 4L80E Intermediate shaft is a "bolt-in" product made from 300 Maraging Steel and has been designed for High Horsepower and Off-Road use. Cost $449.00

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4L80E Type

 

 

 

 

Jack Buddy

 Jack_Buddy.jpg (23199 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! Cost $219.00

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#39XX. 4L80E Teflon sealing ring installation tool. Makes Teflon seal installation and resizing easy and perfect every time. Cost $349.00.

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_DSC2431.JPG (167212 bytes) #39-4TH. 4L80E Forth Clutch Piston and Housing Lip Seal Protectors. Made of steel. Cost $299.00

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#80A. 4L80E Intermediate Clutch Piston Compressor. Adapts to the #91 Table Mounted Spring Compressor. Measures 4 3/8 inches. Cost $87.00

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#1SD. Snap Ring Removal Tool. Magnetic & Hardened. Cost $39.00

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Every Transmission Builders Dream Tool

*This will work on 99% of the transmissions out there*

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

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#4-2. This is an OEM 4L85E input shaft which is much harder than the original type 4L80E input shaft. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Cost $389.00

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TH400 / 4L80E Billet Clutch Hub with Bearings

#672. Hub and two bearings. 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

 

 

 

 

 

 

 

 

 

4L80E_Hub.jpg (75235 bytes)  #67. 4L80E Hard Forward Clutch Hub. This is a must if you have nitrous. This hub is made from an AISI 1045 steel forging. Cost $106.00

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#3P. Complete 4L80E Pump. Early 1991-1996 (PREMIUM REBUILD) Cost $293.00. Late 1997-2003 (NEW) Cost $349.00.

 

Early 91-96
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Late 97-03
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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 wear anywhere the gear touches the pump.

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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#3PG. 4L80E standard size pump gears. Fits all years. Cost $26.00

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#5VT.  Vent tube for 4L80E transmissions. Cost $8.00

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#66BD. TH400 / 4L80E Billet Aluminum Direct Drum. Cost $638.00

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#RR1. New 4L80E speed sensor ring (reluctor ring). The output speed sensor rings on the 4L80-E transmissions are often damaged while rebuilding. The OEM material is very brittle and can easily break. These rings are not serviced separately by the OEM and can only be purchased with the complete carrier assembly. The limited supply of good used rings is making them very difficult to find. Cost $23.00

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#5-5. Alto RedEagle PowerPack for the 4L80E intermediate clutch. This clutch set comes with 5 RedEagle clutches and 5 Kolene Turbulator steel plates. This is a 25% increase in the clutch apply area. Cost $95.00

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#5-6. Alto RedEagle PowerPack for the 4L80E forward clutch. This clutch set comes with 7 RedEagle clutches, 6 Kolene steel plates and apply plate. This is at least a 40% increase in the clutch apply area. Cost $116.00

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#5-3. Alto RedEagle PowerPack for the 4L80E direct clutch. This kit comes with 7 RedEagle clutches, backing plate and all Kolene steels. This is a 40% increase in apply area. Cost $136.00

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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. Cost $105.00

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wpe2.jpg (140392 bytes)

4L80E Overdrive PowerPack

 

 

 

#5-OD. 4L80E Overdrive Red Eagle Power Pack with 5 Red Eagle Clutches. This is an increase of 25% in clutch apply area. Fits 1990 up 4L80E transmissions. Cost $69.00

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Combo Performance Master Kits - Save Money Here


_DSC3331.JPG (516767 bytes)  

 

 

#5MK. 4L80E Master Rebuild Kit with 4 Red Eagle Power Packs and Kolene steels for 1st, 2nd, 3rd and Overdrive plus an overhaul kit. This is the Master Kit we use on our performance 4L80E transmissions. Fits 1991 Up. Cost $531.00

91 - 96, 2 Cooler Lines in Front
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1997 Up, 1 Cooler Line in Front and 1 Cooler Line in Rear
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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. Cost $322.00

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RaybestosBlue2-1.jpg (69022 bytes)  RaybestosB2.jpg (307651 bytes) 

 

 

 

#5BP. 4L80E, complete set of Blue Plate Special clutches for 1991 up 4L80E transmissions. Cost $269.00

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#5FCP. 4L80E 1997 on Forward Clutch Piston. Cost $12.00
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#5DCPA. 4L80E 1996 back Direct Clutch Piston. (no picture) Cost $20.00
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#5DCP. 4L80E 1997 on Direct Clutch Piston. Cost $12.00

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#5FCLS. 4L80E 1997 on Forward Clutch Lip Seal. Cost $5.25
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Attention C4 Corvette Owners

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

1984 to 1996 Corvette 4L80E Conversion Kit

Convert your C4 Corvette from a 700R4 / 4L60E to a much stronger 4L80E transmission. You get the Bionic 80 4L80E transmission (96 back) and the #80B lock-up billet torque converter rated at 800 horse power, 700R4 /4L60E to 4L80E conversion output shaft and tail housing, 4L80E cast aluminum dust cover, dipstick and tube, PATC T-shirt and the Compushift electronic control module. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. This conversion kit is rated at 800 horse power. Each and every performance 4L80E transmission is tested in our test truck. The freight will run from free to $75.00 after freight discount in most cases. (ADAPTER NO LONGER MADE) Option 1 Cost $5078.00

    HPIM1215.JPG (234500 bytes)  HPIM1435.JPG (562772 bytes)       

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

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

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

Attention C4 Corvette Owners

 

 

 

 

 

 

 

 

 

 

#C480. 4L80E in C4 Corvette Adapter (1984 - 1996). Swap your 700R4 / 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. At this time we have an adapter kit for the C4 Corvette to replace your 700R4 / 4L60E transmission with the much stronger 4L80E transmission. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. All that needs to be changed on the 4L80E transmission is the tail housing and output shaft. The full manual shift model works without a computer. This tail housing is made of 6061T6 aircraft aluminum. (ADAPTER NO LONGER MADE) Cost $599.00

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HPIM1242.JPG (895643 bytes) HPIM1286.JPG (312140 bytes) HPIM1433.JPG (436417 bytes) HPIM1434.JPG (748954 bytes) HPIM1435.JPG (562772 bytes) HPIM1436.JPG (127780 bytes)

HPIM1215.JPG (234500 bytes) HPIM1237.JPG (56167 bytes) 

There may be other uses for this shaft. Replace any 700R4 / 4L60E transmission with a 4L80E of the same length. Coming soon 700R4 / 4L60E to TH400 and T-56 to 4L80E adapter kits.


#6. Install a Chevy 4L80E transmission on a Ford 460 big block. Cost $875.00. Transmission controller #58 below.

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#56FE2. Adapter to install a 4L80E transmission on a Ford FE motor. This kit includes everything including the starter. Cost $875.00

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352, 360, 390, 406, 410, 427, 428

 

 

 

 

 

 

 

 

 

#CGMM. 4BT / 6BT Cummins to GM truck engine mount brackets. Fits 1973 to 1987 full size GM trucks. These brackets are black powder coated. Cost $259.00
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#BT700. This is a Cummins 4BT / 6BT adapter plate to install a GM transmission such as a 700R4 on a Cummins wave ring. Pictured with the wave ring. What you are buying is the flat adapter plate. Make sure you have the correct space between the adapter plate and the torque converter, usually about 1/8 inch. If for some reason you don't we can build short torque converters. Cost $75.00
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 4BT 6BT ADAPTER   4BT 6BT ADAPTER

#CGM2. Adapter to install a 4L80E transmission on a Dodge 23 spline transfer case (automatic only). The 1996 up transfer case when used with the above Cummins adapter will be in the approximate same position. The 1995 back transfer case will move to the front approximately 4 1/2 inches. Cost $468.00

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allison stand alone controller allison computer.jpg (109296 bytes) allison transmiison controller stand alone allison.jpg (22478 bytes) allison controller for transmission stand alone controller.jpg (60418 bytes)

Perfect solution for your Cummins Conversion

#A5STC. We finally have a solution for Allison 5-speed conversion with our new stand alone conversion. This is a great piece for the Cummins conversion package when you are looking for a solution to control the 5-speed Allison. This control is truly a complete stand alone system including the factory TCM and the factory TPS. This stand alone controller is not limited to just Cummins conversion, but virtually an engine you could fathom with the appropriate flexplate. This factory tcm also has the latitude to be tuned with HP Tuners or EFI Live with the correct bench tuning adapters. This gives you the ability to change shift speed, shift firmness, torque converter lock-up strategies, and most importantly torque management. The Allison transmission is one of the strongest transmissions on the market today. When combined with the host of aftermarket components available for this transmission the possibilities of torque holding capacity are endless. These controllers are in stock and ready to go with very detailed instructions that even an amateur could install on the weekend. This is strictly for the 5-speed Allison transmission. Cost $1695.00

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SNB11767.jpg (244662 bytes) SNB11770.jpg (195626 bytes) #57L350. Adapter to install a late model 5.7L Dodge Hemi to 4L80E or any other Chevy transmission. We have the parts to do this on 2WD or 4WD (4WD Shown). The transfer case moves to the rear 2 inches on the 4WD. Allow 2 to 5 weeks for delivery. Cost $660.00

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#17OR. 4L80E Intermediate Sprag Outer Race. Cost $30.00

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#17. 4L80E / TH400 intermediate sprag and drum. The 34 element sprag has over twice the holding power of the stock sprag. Eliminates intermediate sprag failure due to excessive torque input. The TH400 34 element PATC sprag replaces the stock 16 element unit, increasing the torque capacity by 110%. Standard in all PATC TH400 race transmissions. A mandatory addition to any TH400 used in racing or heavy duty applications. Cost $189.00 (for both).

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#17S. Borg Warner 34 element sprag only. Cost $68.00

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#17SR. Spiral Snap Ring for the TH400 / 4L80E 34 element intermediate sprag. Most 4L80E' s already have this snap ring. Cost $22.00

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#17X. 4L80E intermediate sprag and drum with an extra large 36 element sprag. This sprag has 36 elements that are taller and wider then the above 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. Cost 97 Up $894.00, 96 Back $844.00

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#1RC. 4L80E Overdrive Roller Clutch, fits 1991 to Early 2001. Cost $24.00

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#2RC. 4L80E Overdrive Roller Clutch, fits Late 2001 On. Cost $15.00

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#3RC. 4L80E Low Roller Clutch, fits 1991 to Early 1995. Cost $11.00

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#4RC. 4L80E Low Roller Clutch, fits Late 1995 On. Cost $17.00

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#17UPG. 4L80E Overdrive Planet Gear. These are bad about going out. Cost 1999 Down $120.00, Cost 2001 Up $165.00

1999 Down
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2001 Up
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#17FD. 4L80E 1997 On Forward Drum with molded lip seal. Will retrofit back by using a molded piston. These are bad about getting sealing ring wear groves in the small center hole. Cost $169.00

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4L80E SUPPORT.JPG (193090 bytes) #17CP. New 4L80E Center Support. These fit the newer type 4L80E transmission with one cooler line in the front and one in the rear. 1997 to early 1999 cost $123.00. Late 1999 on with rear bearing recess cost $129.00.

1997 to early 1999
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Late 1999 on
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#17SR. TH400 / 4L80E Silencer Ring. Cost $5.50

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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. Cost $839.00

1996 Back 2.75 Ratio $839.00
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1997 On 2.75 Ratio $965.00
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1996 Back 2.97 Ratio $1259.00
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1997 On 2.97 Ratio $1259.00
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#18TW. 4L80E Thrust Washer Kit, 1991 on complete kit. Cost $27.00

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#18BK. 4L80E Bushing Kit, 1991 - 1996. Cost $31.00

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#18BK2. 4L80E Bushing Kit, 1997 On. Cost $34.00

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#T10. These are the 2 bearings needed to complete the #G10 kit below for a complete 4L80E bearing kit. Two, Cost for both, total $16.00

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#G10. TH400 torrington thrust bearing kit (partial 4L80E). All bearings have a reasonable service life of 100,000 to 200,000 miles. Always replace high mileage bearings. Cost $22.00

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#62S. It is often difficult to reduce front unit end-play on TH400 or 4L80-E units with excessive spline wear. Normal component wear allows excess forward and direct drum travel. This travel or free-play reduces sealing ring life. The TH400 and 4L80-E are limited on the thickness of pump shim material that can be added. Excessive shimming at the pump will push the forward drum off the rings and result in a burned forward clutch. We offers a .010" thick shim, part number 62S, that can be stacked under the sun gear bearing race. Cost for 10 shims, $6.00

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#62W. Fits 4L80E and TH400. Sonnax forward clutch hub thrust washer 34298-078 is .015" thicker than the OEM version and replaces the OEM .063" thick washer between the forward clutch hub and the forward drum. This allows front unit endplay to be reduced. - - - - The new .030" thicker 34301-094 thrust washer is an alternative to the OEM washer. Shimming at this location maintains the relationship with the forward clutch hub and direct drum and does not alter the endplay path through the unit. Cost is for one thrust washer.

.078" Washer, Top Cost $7.00

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.094" Washer, Bottom Cost $5.00

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HPIM1264.JPG (357001 bytes)  #F34900E or #F34900F. 4L80E TransTec Overhaul Kit. Comes complete with all gaskets, metal clad seals, O-rings, lip seals, pump bolt washers, dip stick boot and SPX steel rings. Cost $67.00 for 1991 - 1996. Cost $60.00 for 1997 up.

F34900E 1991 - 1996
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F34900F 1997 UP
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#F18IMG_0584.JPG (146208 bytes) 4L80E 1991-1996 Filter Kit. Cost $19.00
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#F38.  IMG_0584.JPG (146208 bytes) 4L80E 1997 Up. Cost $19.00
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IMG_1027.JPG (296623 bytes) #10L. Large Heavy Duty Cooler with cold weather bypass valve. 23" X 9 1/2" X 1 1/2", 13 plates, 40,000 GVW, 45,000 BTU rating and 3/8" inverted flare HEX. Comes with hardware and hose. Cost $179.00

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#9. Hayden transmission coolers. 12 X 7 1/2 X 3/4. Cost $45.00 - - - 15 1/2 X 10 X 3/4. Cost $55.00  - - - Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

12" X 7 1/2"
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15 1/2" X 10"
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Transmission Cooling: You must have a transmission cooler in your radiator regardless of what someone has told you for the transmission to last. Auxiliary coolers are just that, in addition to. Water cools 32 times better (faster) than air always, period. The transmission fluid comes directly from the torque converter at a much higher temperature than the water in your radiator and is cooled to the water temperature fast. Then it goes to the auxiliary cooler to be cooled far below the water temperature. If you don't need a cooler in your radiator why does GM spend all that money doing so? If you wanted to cool a red hot piece of steel fast would you stick it in water or air, see the point. For the best cooling you need both water and air cooling for the transmission to be cooler than the motor.

Transmission Life Expectancy Chart

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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 with a 650 CFM 10 inch Tornado Electric Fan, 25,000 GVW. AN fittings are compatible with existing rules and build practices. 10 3/4" x 15 5/8" x 4". Cost $189.00

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#55T. Thermostat for the above cooler. Automatic Controller for Remote Cooler, 6AN Ports, Can Attach Directly to Cooler Core or Place Inline, Activates Fan at 180 Degrees. Cost $32.00

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  • High Efficiency OE Design
  • 30% Less Space Required than Typical Tube / Fin
  • 100% Aluminum Construction
  • Complete Installation Kit
  • Four Sizes to fit most any Application
  • Embossed Plates / Internal Turbulation of Fluid
  • Powder Coat Black Finish
  • 3/8" Barb / Push On Fitting

#9DER. Derale transmission coolers. 7 1/2 X 11 X 3/4 Cost $59.00 - - - 11 1/4 X 11 X 3/4 Cost $69.00. Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

7 1/2 X 11 Inch
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11 1/4 X 11 Inch
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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. PATC Price $119.00

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Attention 4WD owners with Superchargers!

 _DSC2485.JPG (255643 bytes) #10A. Swap your 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. You can use the computer you have now on 1998 up models with the use of our #10X wiring harness. The transfer case you have now can be used as is and will be moved 1 3/4 to 3 1/2 inches to the rear. (WILL NOT FIT A 5 BOLT TRANSFER CASE) Cost $572.00

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60 to 80 Adapter Only
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60 to 80 Shaft Only
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#10B. This is a 3/4 inch spacer needed on some late model transfer cases to make the #10A adapter fit (Will require some slight fitting on 2007 6L Hummer H2 for sure). Needed on Borg Warner transfer cases used on Hummer 2 and Cadillac Escalade. Cost $79.00

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

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This harness takes a gray case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

 

 

 

 

 

 

 

 

 

 

 

 

#10XL. Wiring harness to convert from a 4L70E transmission to a 4L80E transmission (Some 2006 On, 4L70E type with input speed sensor only). Cost $225.00

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This harness takes a black case connector, case side not wire side.

The computer must be re-programmed.

On 1997 back you will need a Compushift computer.

#LS1-700. Crankshaft spacer to install a 4L80E transmission on a LS1 type motor. Six longer flywheel bolts included. The LS1 flywheel is reused. The flywheel goes on first then the spacer. The torque converter bolt holes in your flywheel must be elongated to fit your non-LS1 torque converter bolt circle. On some late model Hummers as much as .160" may need to be machined off of the front side for proper converter pilot shaft fit. Cost $112.00

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#10C. Crossmember for the 4L60E to 4L80E transmission conversion, 2000 up Tahoe and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid or any other pan. Cost $350.00. On some trucks the crossmember will slide to the rear. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) This price includes a $130.00 core charge, return your old crossmember in good undamaged condition for a refund.

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#10D. Crossmember for the 4L60E to 4L80E transmission conversion, 2007 up Tahoe (NEW BODY STYLE) and some others. This custom made crossmember moves the transmission mount to the correct position for the 4WD Tahoe 4L60E to 4L80E conversion. Works with the #3XX deep cast aluminum pan that holds 3 3/4 extra quarts of fluid. This crossmember isn't the same as #10C. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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

#10T. You get the 4L80E to Tahoe 4L60E transfer case adapter, custom made 4L80E to 4L60E transfer case output shaft, 4L60E to 4L80E wiring adapters, LS1 motor to 4L80E crankshaft spacer and a #10C custom built 4L80E crossmember that moves the transmission mount to the correct position. You saw it here first. Even the best built 4L60E transmission in a heavy 4WD supercharged Tahoe wont last long, a built 4L80E transmission is twice as strong as a built 4L60E transmission. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $1234.00

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#10C-2WD. This crossmember was made for a 2WD 2003 5.3L half ton pickup 4L60E to 4L80E swap. This was a 500 horse power blower motor. The center section moves to the rear 6 1/4 inches. (We need the last 8 digits of your VIN number to insure you get the correct crossmember. Price may vary with model.) Cost $330.00

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#10H2. Hummer II Crossmember for the 4L60E to 4L80E transmission conversion. Cost $310.00

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

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#89. 4L80E dip stick with locking top. Cost $52.00

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_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 $95.00

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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

4L80E 4L60E Tune Tuning, 4L80E Tune Tune Tuner. Tuning Tuning 4L80E Tune 4L60E.

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:

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

4L60E to 4L80E Conversion Tuning

 

  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 ft lbs. of torque. Look at the top row and go to 240 ft. lbs of torque, you will see that the computer is looking for a .450 second shift in that cell. This is ½ second shift from 1st - 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. - 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.

Raptor-X Crossmember by PATC

This crossmember only weighs 9 pounds.

F-Body Crossmember for early Camaro and Firebird 1967 to 1969, TH400, 200-4R, 4L60E, 4L80E, 700R4 and T-56.

X-Body Crossmember for Chevy Nova and Chevy II 1968 to 1974, Pontiac Ventura 1971 to 1974, Oldsmobile Omega 1973 to 1974 and Buick Apollo 1973 to 1974. Available for TH400, 200-4R, 4L60E, 4L80E, 700R4 and T-56. When ordering a 68 to 74 X-Body crossmember, they all use the 67 to 69 F-Body crossmember.

Made from 1 5/8 inch thick wall round tubing. These crossmembers will except up to a 3" exhaust pipe. After the crossmember is installed it can be removed and replaced with two bolts. Comes with 2 mounting brackets, 2 grade eight bolts and 2 lock nuts. These cross members fit both F-Body and X-Body cars. At this time we only have 1967 to 1969 crossmembers in stock for the 4L80E, 700R4, early 4L60E, 200-4R, TH400 and T-56 transmissions. (OUT OF STOCK ON SOME) Cost $212.00

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Call 1-888-8771008

HPIM1859.JPG (565035 bytes)  HPIM1860.JPG (620823 bytes)  HPIM1861.JPG (829584 bytes)  HPIM1895.JPG (47563 bytes) 

_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. Cost $132.00

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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 $285.00
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4L80E 70-74 F-Body. Cost $285.00
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4L80E 75-81 F-Body. Cost $285.00
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Transmission Filter Kits

 

 

 

 

 

 

 

 

 

 

 

 

TRANS FLUSH

Transmission cooler flush. The transmission cooler in the radiator should always be flusher when installing a rebuilt transmission. Cost $12.00

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#47RTF. Lucas Racing Transmission Fluid (5 quarts), AKA PATC Raptor Blood . Raptor Blood RTF is designed for high performance applications where heat and pressure are most damaging to your transmission and torque converter. Blended specifically for racing and performance by Lucas Oil, this fluid will lower transmission temperatures, extend clutch life, and maintain clean valves and passages. This fluid is also compatible with all types of transmission fluid. Shipped in 5 quart size only. Free shipping when ordered with a transmission. Works best when used with #47TOS Raptor Tamer below. Cost per 5 Quarts $39.00

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#47TOS. "Raptor Tamer"  AKA LUBEGARD PLATINUM Transmission Oil Supplement is the newest automatic transmission supplement to arrive. It reduces clutch slip by raising the coefficient of friction. It also stabilizes viscosity and enhances all automatic transmission fluids. No other additive does more. It goes beyond eliminating converter clutch chatter. It is the only supplement your transmission needs. Cost $15.00

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Fluid and Filter Change Instructions, Click Here

#48. Transmission Fluid Temperature Gauge. This is our own brand 2" gauge that reads 100 to 280 degrees. Complete with the sender unit for cast aluminum pans or sender unit and drain plug for sheet metal pans. The sender will mount as (in) the drain plug with a sheet metal pan. Cost $37.00, Cost $50.00 with the drain plug.

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Temp Gauge

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Temp Gauge
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#48-2. Bezel for the above temperature gauge. Cost $8.00

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#16CLF. 4L80E 1997 up cooling line fittings. Short Cost $5.00, Long Cost $8.00

Front Short
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Part Number: K032

#16D. Universal Drain Plug Kit. This drain plug kit can be used to install a transmission temperature gauge in a sheet metal transmission pan. Cost $13.00

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

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4L80E Cast Aluminum Pans

#3. 4L80E Deep / Low pan for late model and Hummers (fits 1997 up only), made for crossmember clearance. Volume: 3.25 quarts over stock. Cost $235.00

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#3X. 4L80E Low Profile Pan. Volume: 1.5 quarts over stock. Cost $235.00

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#3XX. 4L80E Deep Pan. Volume: 3.75 quarts over stock. Cost $235.00

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  • Gasket Included
  • 4 1/16" Deep, 2 3/4" to Tubes
  • Black Powder Coat
  • Temperature Sender Bung
  • Heavy Gauge Steel
  • 4 1/2 Quarts over Shallow Pan
  • Magnetic Drain Plug

_DSC2604.JPG (91192 bytes) _DSC2608.JPG (227995 bytes) Derale #14207, 4L80E 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 4 1/2 quarts over the shallow pan. This pan has a drain plug and is 4 1/16 inches deep. The pan gasket is included. Cost $149.95

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_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. Cost $49.00

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4L80E Dust Cover

#33C. PATC Silk Screen Shirts. Cost $12.00

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PATC high performance SFI flexplates are manufactured from Chromoly steel. These flexplates are .035" thicker than OEMs for superior strength. The heavy gauge steel plate is double welded to the gear ring. All flexplates are tested to 12,500 RPM for explosion proof in compliance with SFI 29.1 specification. The surface has yellow dichromate finished for rust resistance and appearance. The Platinum Series Extreme Duty flexplates have a 4MM thick alloy steel center-plate that exceeds SFI Spec 29.1. While suitable for the street both type flexplates are engineered for the most rigorous racing.

#350. Chevy SFI approved, extra thick, heavy duty flexplates. These flexplates have a double welded ring gear. - - - - - #1. Chevy 350 motor 1957-1985, 14 1/8 inch diameter, 168 tooth, dual bolt pattern and no weight. - - - - - $2. Chevy 350 motor 1986-1998, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. - - - - - #3. Chevy 400 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. - - - - - #4. Chevy 454 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with small weight, 2 piece rear main seal, 1970-1990. - - - - - #5. Chevy 454 motor, Platinum Series Extreme Duty, 4mm thick center-plate, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with large weight, 1 piece rear main seal. 1991-1997.

#1. 350 No Weight

Cost $66.00

#2. 350 With Weight

Cost $69.00

#3. 400 Cubic Inch

Cost $77.00

#4. 454 1970 - 1990

Cost $77.00

#5. 454 1991 - 1997 Extreme Duty

Cost $92.00

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_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. Will not work on a 4L80E transmission with a full size torque converter. Cost $169.00

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#35S. Stock Chevy Flexplates. #1. Chevy 350 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern and no weight. Cost $35.00. - - - - - #2. Chevy 350 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. Cost $39.00. - - - - - #3. Chevy motor, 12 7/8 inch diameter, 153 tooth and no weight. Cost $35.00. - - - - - #4. Chevy motor, 12 7/8 inch diameter, 153 tooth with weight. Cost $39.00. - - - - - #5. Chevy 400 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with weight. Cost $39.00. - - - - - #6. Chevy 1970- 1990, 2 piece rear main seal, 454 motor, 14 1/8 inch diameter, 168 tooth, dual bolt pattern with small weight. Cost $39.00. - - - - - #7. Stock LS1 flexplate. Cost $49.00.

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The True Billet One Piece Flexplate

#35B. Billet SFI 168 tooth flexplate. This new flexplate is the first of its kind, and stands head and shoulders above all other brands. Made from one piece of very strong alloy steel, this flexplate is made to last. The starter driven gear is machined as the part is made. There are no welds to break. There can be no warping or mis-shaping of the plate. This makes this True Billet Flexplate the most concentric, straightest and strongest flexplate money can buy. With this Flexplate there is no need to worry about breaking a plate. Once you have seen and held the new True Billet flexplate in your hands, no other part will do. Cost $399.00

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

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#40. 700R4, 2WD universal transmission mount. Effectively controls transmission torque better than stock units, especially in high-performance applications. Soft enough to absorb vibrations for street use yet rugged enough for racing. Commonly used in stock car and drag racing. Helps control torque on heavy horsepower cars. Maintains proper drive shaft angle. Made of HYPER-FLEX performance polyurethane. Cost $38.00

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#40X. Universal transmission mount. Cost $6.00

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#40D. Extra long GM dowel pins. These dowel pins go all the way through the bell housing, adding extra holding power to help prevent bell housing breakage on high torque motors. Cost $13.00

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" 4L80E - in 78 to 88 G-Body "

#35XM. The G-Force Performance Racing Crossmember is a heavy duty, double hump transmission crossmember that was designed and fabricated exclusively for 1978 thru 1988 G-Body cars and is manufactured new from 2" x 3" (1/8" wall) rectangular and 1/2" plate steel. And best of all - IT BOLTS IN - no guessing, no cutting, no cussin'! This crossmember is built to take BIG BLOCK punishment and will also stiffen your frame to help straighten out launches. 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 black powder coated only. This crossmember fits 1984 -1988 G-Body cars with a 4L80E transmission. Cost $259.00 *Note: For 1978-83 vehicles buy #35XM-X below, crossmember and frame extension kit.

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#35XM-X. Crossmember and frame extension kit for 1978 - 1983 G-Body cars with a 4L80E transmission. Cost $299.00

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Engineered specifically for 1978 thru 1988 G-Body cars including: Chevrolet.....El Camino, Malibu, Malibu Wagon, Monte Carlo, SS,  Buick.......Regal, Grand National, GNX, T-Type, Oldsmobile..........Cutlass, 442, Pontiac.......Grand Prix.

" 1968 to 1972 A Body with 4L80E "

#RCAE-4L80. This crossmember fits 1968 to 1972 A Body hardtops only with a 4L80E transmission. Cost $259.00

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#LS1-700. Crankshaft spacer to install a older type transmission on a LS1 type motor. Six longer flywheel bolts included. The LS1 flywheel is reused. The flywheel goes on first then the spacer. The torque converter bolt holes in your flywheel must be elongated to fit your non-LS1 torque converter bolt circle. On some late model Hummers as much as .160" may need to be machined off of the front side for proper converter pilot shaft fit. Cost $112.00

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#53. Powder coated case, tail and pan. $200.00      

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No computer needed. On the fly adjustability.

#4L80ESimpleShift. 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 4L80/85E 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. Cost $625.00

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Programmable Electronic Transmission Controller

4L80E Stand alone controller kit with harness

Part # TCM-2000

#4L80ETCM2000. The TCM-2000 is our most powerful aftermarket controller. Similar to our other controllers the TCM-2000 features dual calibrations (sport mode, tow-haul mode, etc.). Programmable shift points, shift firmness, and torque converter lock-up. Unique to the TCM-2000, PWM outputs are programmable either active high or low supporting a wide range of transmissions from GM, Ford, Chrysler, Nissan, Toyota and others. The CAN interface allows seamless integration with CAN Based Vehicles or ECU's. Compatible with J1939 and other CAN Standards. The CAN Connection also simplifies the connection to a PCS Paddle shifter or the GSM-2100 Gear Select Module so you can completely eliminate the shift lever and shifter in your car. This kit comes complete with the wiring harness pictured here. Cost $790.00 

*To Purchase a controller kit, specifically the controller (TCM-2000) and the harness for the transmission. If this is a fuel injected application you may be able to share the throttle position sensor already on the engine. If your vehicle does not have a throttle position sensor, a remote mount TPS Kit, TCM-6000 (See Below) is available from PCS.

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4l60e.tps20.jpg (34131 bytes) #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. $120.00

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4L60E ELECTRONIC PADDLE SHIFTER

PART #PS-2000

The PCS Paddle Shifter is designed to provide shifting capability to your hot rod with the look and feel of an OEM system. Easily installing behind any aftermarket 5,6 or 9 bolt steering wheel, the Paddle Shifter does not require any external wiring or messy splicing into your vehicle's wiring system. The paddle unit is powered by simply attaching the horn button wire, eliminating any external wiring on the column. The paddle shifter communicates with the transmission control unit via a wireless receiver module. This receiver module plugs into your PCS transmission control unit with one simple pre-installed plug. Cost $550.00

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The paddle shifter optional display allows the driver to view all of the systems listed below:

Current Gear, Vehicle speed, Coolant Temp, TCC Lock-up, Engine RPM, Transmission Slip, Turbine RPM, Throttle Position, Manifold Pressure, Transmission Temp., Line Pressure, TCC Slip %, Drive shaft RPM, Lever Position, Engine Boost.

Part # Description ORDER
A-PS2000 PADDLE SHIFTER KIT-SPORT PADDLES PRICE $549.00
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A-PS2001 PADDLE SHIFTER KIT W/DISPLAY- SPORT PADDLES PRICE $599.00
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A-PS2005 PADDLE SHIFTER FOR 9 BOLT WHEEL PRICE $549.00
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A-PS2006 PADDLE SHIFTER W/DISPLAY FOR 9-BOLT PRICE $599.00
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A-PS4000 RECEIVER MODULE HARNESS PRICE $50.00
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A-PS4001 SHIFTER HARNESS PRICE $20.00
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A-PS1051 1/2" SPACER RING FOR 5 OR 6 BOLT PRICE $20.00
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A-PS1000 PADDLE SHIFTER MODULE FOR 5 OR 6 BOLT PRICE $400.00
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A-PS1001 PADDLE MODULE FOR 9 BOLT PRICE $400.00
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A-PS1020 RECEIVER MODULE PRICE $200.00
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A-PS1052 1/4" SPACER RING FOR 9-BOLT PRICE $20.00
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A-PS1053 1/2" SPACER RING FOR 9-BOLT PRICE $20.00
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GSM Push Button Shifter

4l60e.20 shifter module.jpg (63246 bytes) This push button shifter is a beautiful piece of art. This is ideal in instances where maybe you have an old school restoration with a bench seat and a 3-speed column shifter, and no room for a floor shifter on that new 4 speed transmission. The GSM Push Button Shifter is an electronically controlled shifter that offers precise, split-second shifting capability with the simple push of a button. It's slim touch pad control module and compact, sealed actuator give you virtually unlimited mounting options for tight spaces or grueling environments. The GSM replaces the shift lever for nearly any Automatic Transmission.

This New state of the art control module can be surface or flush mounted and is small enough to fit in consoles, dashes, door panels, or even armrest. Each button is recessed to avoid inadvertent touches and brightly backlit for darker environments. An easy to read display shows exactly what gear you are in. The standard control modules utilize a PRND configuration along with a "+" and "-" buttons for easy tap up/tap down feature. Custom Modules are also available. The compact actuator box can be mounted next to or near the transmission and connects to the transmission using a flexible shift cable further expanding the mounting envelope. Wiring is very simple requiring only power, ground brake input and vehicle speed to operate safely and precisely. 

GSM-5000

GEAR SELECT MODULE KIT INCLUDING CABLE DRIVE AND BLACK ANODIZED PUSH BUTTON REMOTE FOR USE WITH PCS/TCI TRANSMISSION CONTROLLER. $1149.00
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GSM-5001 GEAR SELECT MODULE KIT INCLUDING CABLE DRIVE AND "POLISHED" PUSH BUTTON SHIFTER REMOTE FOR USE WITH PCS/TCI TRANSMISSION CONTROLLER $1299.00
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GSM-5005 GEAR SELECT MODULE KIT INCLUDING CABLE DRIVE AND BLACK ANODIZED PUSH BUTTON REMOTE FOR USE WITHOUT  PCS/TCI TRANSMISSION CONTROLLER. $1149.00
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GSM-5006 GEAR SELECT MODULE KIT INCLUDING CABLE DRIVE AND "POLISHED" PUSH BUTTON SHIFTER REMOTE FOR USE WITHOUT  PCS/TCI TRANSMISSION CONTROLLER $1299.00
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GSM-2010 GM 4L60/65/70/80/85 WITH PRNDL $50.00
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GSM-2011 GSM INSTALL KIT FOR FORD AODE/4R70W $50.00
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GSM-2012 GSM INSTALL KIT FOR GM TH2004R/250/350/400/700R4 AND 4L60/65/70/80/85 WITHOUT PRNDL $50.00
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GSM-2013 GSM INSTALL KIT FOR FORD 1965-1982 C-4 $50.00
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GSM-2014 GSM INSTALL KIT FORGM 1962-1973 POWERGLIDE $50.00
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GSM-2015 GSM INSTALL KIT FOR FORD AOD $50.00
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GSM-2016 GSM INSTALL KIT FOR CHRYSLER 1966+ 727 OR 904 TORQUEFLITE  $50.00
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GSM-2017 GSM INSTALL KIT FOR FORD C-6 $50.00
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GSM-2018 GSM INSTALL KIT FOR GM-6L80 $50.00
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#58. What is COMPUSHIFT?®

COMPUSHIFT is a revolutionary, state of the art product designed by HGM Electronics. Compushift a ECM (Electronic Control Module) will control the shift & converter clutch lock-up for the 4L80E, 4L60E and 4R70W. Compushift is fully programmable and user friendly. Putting an electronically controlled model transmission into a street rod, truck, RV or any non-overdrive vehicle was never so easy.

Comes with complete instructions in a comprehensive manual.

APPLICABLE TRANSMISSIONS
GM - 4L80E - 4L60E, Ford - 4R70W

There is a $100.00 discount on a Compushift with the purchase of a performance transmission and torque converter. Cost $1136.00

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Combo Performance Master Kits - Save Money Here

Cable X

#68. Install a mechanical tachograph or operate a mechanical speedometer on a vehicle equipped with an electronic speedometer signal (sensor). You can do it -- quickly and easily -- at a cost far below that of buying and installing drive gears in the transmission. You save on the cost of buying and installing electronic tachographs and speedometers.

Cable X lets you use popular, low cost mechanical tachographs such as Abbott, Argo, Sangamo, Servis Recorder and Veeder-Root, and mechanical speedometers such as Autometer, Clark Brothers, Datcon, Stewart Warner and Teleflex. It operates at accurate speeds -plus or minus 2%- on the most common OEM electronic speed signals, and is as easy to install as any electronic tachograph.

You save hours of downtime installing gears into the transmission, and you don't have to mess with troublesome, expensive and long cables. Cost $369.00

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Main Speedometer Page, Click Here

#SW44. The SW44 kit will give your 4L80E transmission a factory manual speedometer hook up that uses all new GM parts and does not interfere with any stock electrical configurations. The tail housing is the same length as most stock tail housings which means you can use your existing drive shaft.


The SW44 kit includes new tail housing, drive gear, sleeve and driven gear, sleeve retainer, and bolt. Tail housing bolts can be added if needed. This is a simple 30-minute bolt on installation. When ordering, provide rear axel gear ratio and tire diameter. This tail housing is 5 1/2 inches long and requires an output shaft with a 1.380" place for the speedometer drive gear. If your shaft is larger than this we can machine the speedometer drive gear to fit your shaft. If your shaft has splines where the speedometer gear goes you will need a new output shaft. Cost $625.00

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Lokar Shifters, Cables, Levers - Click Here

Electronic Ratio Adapter (ERA)

Now You Have the Solution to Your Speedometer Problems.....

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ERA

#69. Any change in a vehicle's tire size or rear axle ratio will cause the speedometer reading to be inaccurate. The Electronic Ratio Adapter (ERA) is designed to correct this problem. With the ERA, you simply hook up four wires, set the DIP switches according to the calibration table included with your order, and you are ready to go.

What does the Electronic Ratio Adapter do?

The automotive industry has a great variety of part sizes, types, shapes and descriptions, but regardless of make, model or year, a few things are standard. One of those standards has been the number of revolutions a speedometer cable will make for each mile traveled.  Nowadays, electronic pulses have replaced the rotating cable, but the same principle applies. The Pulse Ratio (the number of pulses per mile traveled) remains the same, regardless of speed, since the same distance is traveled and the same number of pulses have occurred each mile no matter what the speed was during that mile.

However, this Pulse Ratio can be made to vary from the true when modifications are made which change the number of electronic pulses per mile on a particular vehicle. This is most commonly caused by changing the tire size (increasing the outside diameter of the tires will cause the tire to travel further before making a complete revolution), but other modifications could have the same result. When the Pulse Ratio is thrown off, the speedometer/odometer will be inaccurate and corrections must be made.

This relative difference between true speed and the speed indicated on the speedometer is called the Variance Ratio, and it is corrected using the Electronic Ratio Adapter. Cost $169.00

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3R Series Slip Yokes

#72X. 32 spline inside snap rings, fits 400 short tail and 4L80E. Shaft 1 7/8 X 5 1/2 inches. 1 1/8 inch caps. About 3 19/32 inches across U-joint. Cost $116.00

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#72XX. 32 spline inside snap rings, fits 400 short tail and 4L80E. Shaft 1 7/8 X 3 3/4 inch shaft. 1 1/8 inch caps. About 3 19/32 inches across U-joint. Cost $121.00

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Rated to 700 Horse Power

1350 Series Spicer Slip Yokes

#80X. 32 spline outside snap rings, fits 400 short tail and 4L80E. Shaft 1 7/8 X 6 inches. 1 3/16 inch caps. About 3 19/32 inches across U-joint. Cost $95.00

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Rated to 700 Horse Power

The 1350 series and the 3R series are equally as strong, but the 1350 series has a larger stronger U-joint.

Sonnax High Performance Yokes, OEM Yokes

#76D. Derale’s Remote Automatic Transmission Filter Kits are engineered to work in conjunction with the OEM transmission filter. The OEM system prevents any foreign particles from entering the valve body or other internal components. Derale’s kit maintains the fluid, removing any varnish, sludge or contaminants. Cost $59.00

Doubles Transmission Life, Extends Time Between Fluid Changes, For All Automatic Transmissions

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#76F. Replacement Filter for the Derale remote filter. Cost $15.00

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#62ODS. 4L80E Overrun Clutch Drum Return Spring and Snap Ring Set. Fits 1991 to 2002 with early type overdrive sprag. Cost $26.00

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#62. The OEM case bushing in vehicles with a THM 400 or 4L80-E transmission tends to “walk-out” of the housing bore. This allows the bushing to wander into the extension housing, leaves the output shaft unsupported, and may ruin the governor gear. The cause of this problem is the lack of a flange or “stop” surface on the case bushing to prevent the “walk-out” from occurring if the bushing begins spinning in the bore. Cost $8.00

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#62F. 4L80E Extra Wide Front Stator Support Bushing. 4L80-E units may display no converter lock-up, code 68 or various ratio codes. Imbalance of torque converter clutch apply oil through the front stator support bushing contributes to this complaint. A journal clearance of .002" or more will generate sufficient leakage to cause lock-up clutch slippage, causing the transmission to stay in third gear. Replace the worn out bushing with Sonnax’s 4L80-E Front Stator Support Bushing. Our replacement bushing was designed to reduce leakage by minimizing journal clearance and also increasing journal length. In some cases it may be necessary to hone the bushing I.D. slightly for proper fit due to stator shaft variations. One bushing, Cost $4.00

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#62SS. 4L80E Inner Stator Support Sleeve. Save the stator support by changing the sleeve the sealing rings ride on. Cost $22.00

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#77. 4L80E repeated solenoid B code 86 or 87, no 3rd or 4th gear can be caused by low signal pressure to shift solenoids A and B. This new spring kit recalibrates the springs for the 1-2 and 2-3 shift valves. This is not a fix for leaking solenoids or leaking seals in the solenoid signal circuit or actuator feed limit circuit. Cost $5.00
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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.

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Features and Benefits

  • Fully welded impeller and turbine vane section

  • Hand tig welded turbine and pump fins and rivets

  • Upgraded custom machined stators

  • Upgraded oversized high load thrust bearings in place of the plastic thrust washers

  • New spring and rollers

  • Our Mixed-Flow stator works perfectly with our Viskus Clutch drive maximizing torque multiplication

  • Very large balloon plate

Why buy your next converter from PATC?

 We just don't settle, with anything, period. When you surf the web you will find a lot of companies selling torque converters. Did you ever ask yourself what sets one company apart from the other? Why would I buy a Torque Converter from Company A vs. Company B? We want to show you why. Pictured on the left you will see some pictures, I invite your to click on each one. What you will notice is that each individual fin is Tig Welded and Furnace Brazed. The current industry standard is to only Furnace Braze the fins. The term “brazing” can be applied to any process which joins metals (of the same or dissimilar composition) through the use of heat and a filler metal with a melting temperature above 840° F, but below the melting point of the metals being joined. A successfully brazed joint often results in a metallurgical bond that is generally as strong or stronger than the base metals being joined. The reasoning behind this modification in Torque Converters is because now the joints become incredibly rigid which actually promotes fin stability, not allowing the fins to move. Furnace Brazing also allows this filler to flow into the crevices that cannot be reached when Tig welding.

  Tig welding in conjunction with the Furnace Brazing now gives us another level of reliability. When we tig weld these fins we are essentially pulling and joining the metals as one. This bond also seals the fin channels ensuring no fluid passes underneath the fin. When fluid passes through the underneath side of the fin while its moving through the fin channel you lose fluid velocity. The action also disturbs the the fluid dynamic as it flows through the channel, changing the effect of the fluid hitting the converter stator itself. This velocity loss will ALWAYS result in a loss of torque multiplication. We don't stop here, We also tig weld each rivet on the turbine hub. Our converters also include new Torrington thrust bearings throughout. The custom machined stators feature a billet stator cap and new spring and rollers.

When you combine these two steps with our oversized balloon plate or billet cover, with our upgraded torque converter clutch friction material. The fact that every single one of our converters are hand built to your vehicles exact specifications and you have the best converter offered in the industry today. When building our custom made converters special attention is made to your vehicle's specifications. We take into account Camshaft duration, gear ratio, tire size, compression ratio, turbo map, ect. An off the shelf converter fits about like an off the the shelf suit. It will get you out of a pinch but will never look and feel as good as a custom tailored one. This converter is set-up for 2000 horse power with a billet 6 bolt converter. Call us today and let us get you rolling in the right direction.

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PATC Torque Converter Video, Click Here

#L80-NLU. This is a full size heavy duty non-lock-up torque converter rated at 600 horse power. Can be ordered in stall speeds up to 2800 RPM. Cost $456.00

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Stall

 #6XX. _DSC3069.JPG (27838 bytes)    " Super Power Raptor " Fits 4L80E transmissions. This is a Billet 10 1/2 inch non-lock-up torque converter with your choice of stall speeds from 1500 to 6000 RPM, bearing construction, balanced and furnace brazed fins. Rated at 1200 horse power. Lower 60 foot times and improved quarter mile times, an average of 1/2 second reduction! Cost $1095.00

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Stall Speed

#80BLT. Three torque converter bolts for GM converters that take a 7/16" bolt. These bolts have 7/16 X 20 fine threads X 5/8 heads, grade 8 and 1 inch long. Cost $6.00

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#L80-LU. This is a full size heavy duty lock-up torque converter with a carbon fiber clutch rated at 600 horse power. Can be ordered in stall speeds up to 2800 RPM. Cost $511.00

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Stall

" 4L80E Triple-Disk Billet "

_DSC3062.JPG (78599 bytes)  _DSC3090.JPG (85466 bytes)  _DSC3096.JPG (88635 bytes) #80B3. " Triple Power Raptor " 4L80E full size triple clutch lock-up billet torque converter with red 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. Cost $1295.00

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Stall Speed

#80B. " Power Raptor " 4L80E full size lock-up billet torque converter with a carbon fiber clutch rated at 1000 horse power. This converter has a larger than stock clutch 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. Cost $835.00

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Stall Speed

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

MR-2L Converter Video, CLICK HERE

#88.  _DSC3205.JPG (192292 bytes) " Super Power Raptor II " 4L80E lock-up billet torque converter with a red clutch rated at 1,000 horse power. This is a 10 1/2 inch torque converter with a very large 40+ square inches of clutch lining, not recommended for a diesel motor or heavy trucks with superchargers. Can be ordered with stall speeds of 1500 RPM up. Cost $1065.00

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Mega Raptor 4L80E Quadrolock Quadruple Disc Torque Converter

#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. Cost $1199.00

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Stall Speed

#80MD. Mechanical Diode Upgrade for any of the above 4L80E torque converters. Cost $375.00

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Torque Converter Installation Instructions

#89. 4L80E dip stick with locking top. Cost $52.00

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4L80E Lokar Flexible Firewall Mount Braided
Stainless Transmission Dipsticks

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#66. You can have unlimited flexibility with our Teflon lined Flexible Braided Stainless Transmission Dipstick. Kit comes complete with braided stainless outer housing and heat resistant E-Z to Read flexible inner dipstick measuring cable. Inner cable is molded with appropriate trans fluid levels. Billet aluminum handle and billet aluminum fittings complement Lokar’s Flexible Engine Dipsticks. Kit includes dipstick funnel adapter to assist in filling. Designed for “push in” style transmissions. Dipstick seals with O-rings. Applications available for GM, Ford and Chrysler in firewall mount. Firewall mount measures 24" in length. Kit comes complete with installation instructions. Call for information on custom lengths and applications. Cost$89.00

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Lokar Firewall Dipstick

 

 

 

 

 

 

 

 

#89B. 4L80E shifter cable bracket. Bolts to the side of transmission. Fits 1997 up 4L80E transmissions with the long shift lever shaft. The bracket points down with the cable coming in from the back side. It can be modified to fit other types. Cost $19.00

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#90. 4L60E shifter cable bracket. Bolts to the side of transmission. Top fits most 1995 up 4L60E transmissions. Cost $20.00

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#91. 4L80E shifter cable bracket. Bolts to the side of transmission. Bottom fits 1995 up 4L80E transmissions. (OUT OF STOCK) Cost $25.00

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#89SL. Lokar Billet Aluminum Adjustable Transmission Shift Arm fits TH-350, TH-400, 700R4, TH200, 200-4R, 4L60, 4L60E and 4L80E transmissions. Can be adjusted to any angle and radius. Cost $59.00

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Features:
• Can be adjusted to any angle and radius

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#89SLR. GM Adjustable Column Shift Linkage. Simplify connecting your column shift to your transmission with a Lokar machined billet aluminum Adjustable Column Shift Linkage Kit. Works with all GM style factory or aftermarket columns. Our rigid, clean line design allows the proper ratio adjustment between the transmission and the indicator on the column. Comes complete with Shift Lever. Cost $69.00

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Features:
• Billet aluminum offers rigidity
• 3/4-48 spline designed for 3600 rotation allowing proper ratio
• Designed for column shift
• Both 3/8-16NC and metric 10-1.50mm threaded nuts for mounting electrical accessories
• Kit includes all hardware, including column bushing and rod ends
• “U-Cut-to-Fit” Stainless Connecting Rod
• No threading necessary
• Fits GM TH-350, TH-400, 700-R4, TH-200, 200-4R, 4L60, 4L60E and 4L80E transmissions
• Aluminum Adjustable Trans Shift Arms sold separately

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#60B. 4L60E or 4L80E shift cable bracket. This is attached with the pan bolts. (OUT OF STOCK) Cost $10.00

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38511-01K is a 4L80-E, 4L80E, 400 Short Manual Shaft and Fastener Kit

 

 

 

 

 

#92. Sonnax Manual Shaft Kit is a direct replacement part for 1991-1994 4L80-E and all 400 transmissions. This kit is a more economical solution than the OEM shaft and lever kit, without the added cost for such additional components as the OEM lever and pin, shaft seal and internal hex nut, which are rarely used during the rebuild. The shaft and fastener have been zinc yellow plated for increased corrosion resistance and to help protect from road salt and other environmental contaminates. The flange face of the nuts has been serrated for better holding capability. Does not fit units with external neutral safety switch. Cost $24.00

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Chevy Silverado / Tahoe,  GMC Sierra / Yukon

NP236 – NP246 – NP261 – NP263 Transfer Case Saver

#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. 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.

Transmission rebuild manual. Cost $28.00

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Type

4L80E Transmission - 4 Speed Chart Level 2 - Bionic 80 Level 3 - Quadzilla Level 3 - Bionic 80
Red Eagle Clutches and Kolene Steels in 1st, 2nd and 3rd Yes Yes Yes
36% more clutch apply area in 1st, 2nd and 3rd Yes Yes Yes
Red Eagle Clutches and Kolene Steels in Overdrive and Overrun, 25% more clutch apply area in Overdrive Yes Yes Yes
Automatic Shifts Yes No Yes
Full Manual Shifts No Yes No
Electronic Control Module Needed Yes No Yes
Lock-Up Torque Converter Yes No Yes
34 Element Sprag Yes Yes 36 Element Sprag #17X
Carbon Fiber Band Yes Yes Yes
Core Charge Included Yes Yes Yes
Shift Kit Transgo Stage 2 Stage 3 Transgo Stage 2
Pre Tested in Test Truck Yes Yes Yes
$110.00 Free Freight Deal Applies Yes Yes Yes
Hard Input Shaft Upgrade Upgrade Yes
Hard Clutch Hub Upgrade Upgrade Yes
Both 5 Pinion Planet Gears Upgrade Upgrade Yes
Cast Aluminum Pan Upgrade Upgrade Upgrade
Forward Clutch with 40% more apply area (1st) Yes Yes Yes
Intermediate Clutch with 25% more apply area (2nd) Yes Yes Yes
Direct Clutch with 40% more apply area (3rd) Yes Yes Yes
Price- (add $150.00 for 1997 up transmission) $3195.00 $3395.00 $6513.00
Price with Hard Input Shaft, Hard Forward Hub and #6XX 11 Inch Torque Converter. Rated at 1200 Horse Power.
- - - $4408.00 - - -
Price with Hard Input Shaft, Hard Forward Hub and #80B Full Size Billet Torque Converter. Rated at 1000 Horse Power.
$3993.00 - - - - - -
Price with Hard Input Shaft, Hard Forward Hub and #80B3 Triple Clutch Full Size Billet Torque Converter.
$4403.00 - - - - - -
Price with Hard Input Shaft, Hard Forward Hub and #88 10 1/2 Inch Billet Torque Converter. Rated at 1000 Horse Power.
$4233.00  - - - - - -
Torque Converter, Input Shaft and Clutch Hub Upgrades Recommended if Over 500 Horse Power (mainly due to the torque converter)
Yes Yes - - -
Both 5 Pinion Planet Gears No No Yes
Compushift Transmission Controller No No Yes
Dip Stick and Tube No No Yes
Cast Aluminum Dust Cover No No Yes
#88, Billet 10 1/2 Inch Torque Converter - - - - - - Yes
#17X Intermediate Sprag and Drum No No Yes
Comments
All 4L80E transmissions have a 6 bolt cast aluminum dust cover. 1998 back 4L80E transmissions have a 6 bolt bell housing bolt pattern and 1999 up transmissions have a 7 bolt pattern. 1997 up transmissions have a front and rear cooler line and on 1996 back both lines are located in the front. All 4L80E transmissions have the old style flywheel. The 1997 up transmissions where redesigned for better lubrication, but they don't seem to be any better than the 1996 back type. The 2001 back transmissions have a stronger roller clutch. On 1995 up transmissions the neutral safety switch is on the side of the transmission at the shift lever. The prices includes the core charge, but if you want to return your core for a core refund of $300.00 to $450.00 depending on year and model less freight, just let us know. There will be an added $100.00 fee on foreign transmission sales for testing in our test truck.

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This is the actual 4L80E Quadzilla transmission as it's being built for the first Dobbertin HydroCar. Alto RedEagle clutch PowerPacks and Kolene steels are used in all of our Quadzilla transmissions. This transmission will have the hard input shaft, black powder coat and cast aluminum pan options. The Dobbertin HydroCar is estimated to go 120+ MPH on land and 50+ MPH on water. This Car / Boat will go for the HydroCar speed record. It will have a powertrain combination of a Chevy 572 cubic inch big block motor, PATC 4L80E Quadzilla transmission and an Atlas transfer case. In other words the best of everything. Two of these transmissions are being built at the same time.

Racing Bentley with a level 4 full manual shift 4L80E Quadzilla transmission. 500 horse power, 650 torque. Note the different bell housing and case connector.

Superior Shift Correction Package

Even after a complete rebuild, internal leaks and normal case wear can effect a transmission's lube flow and operating pressure, changing the original calibrations and drastically reducing overall performance and longevity.  In addition, flaws and oversights in the manufacturer's initial design do not usually show up until a particular transmission model has been on the road for a few years. 

Superior Transmission Parts' Shift Correction Packages are designed and engineered to compensate for transmission wear and to address OEM design oversights.  Utilizing a combination of recalibrated springs, redesigned valves and field tested fixes, Shift Correction Packages can help clean up most common shifting problems and improve overall performance by working to bring the unit back to and beyond original factory specifications. 

#4L80-E. Fits 1991-2003 4L80E transmissions, with steel valves. Cost $61.00 

This valve body kit deals with these problems:

  • Runaway high pressure
  • Erratic pressure rise
  • Converter lock-up shudder
  • Inconsistent shift feel
  • Shift solenoid filter blow-out
  • Premature unit failure
  1. The Superior 4L80-E valve body kit offers the option of regular and heavy duty applications in the same package.
  2. A complete pressure regulator valve train is supplied in the 4L80-E kit.
  3. Failsafe, runaway high pressure will crack the case.  The PR valve train supplied in this Shift Correction Package will stop runaway high pressure before it happens.
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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 seventeen 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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Transmission Ratios 1st Gear 2nd Gear 3rd Gear 4th Gear OD
Turbo 350 2.52 1.52 1 N/A
Turbo 400 2.48 1.48 1 N/A
200- 4R 2.74 1.57 1 0.67
700R4 / 4L60 / 4L60E 3.06 1.63 1 0.7
4L80E 2.48 1.48 1 0.75

Stock Master Rebuild Kits

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