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

• Evenly distributes apply force to clutch pack

• Improves direct clutch durability in 200-4R transmissions

• Replaces OEM stamped steel direct clutch apply ring

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

• Manufactured from 7075-T6 aluminum

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

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

Features & Benefits

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

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

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

#45-1. Sonnax Input Drum Support Ring Kit, Input Drum Support Ring, Overrun Piston and O-Ring. The GM 700R4, 4L60-E, 4L65E and 4L70E input drum assembly is known to crack where the input shaft is pressed into it (where the overrun clutch rides). Sonnax now offers this hardened steel sleeve that reinforces the input drum to prevent this failure. No machining is required to use this kit. Cost $49.00

#4X. 700R4 / 200-4R Elevated Pressure Regulator Spring. This replacement spring is stronger than many alternatives, and allows increased pressures throughout the stroking action of the pressure regulator valve. Low spring rates, incorrect spring heights and inappropriate replacements from previous rebuilds can lead to low base line pressure. Cost $6.00

#4XX. 700R4 throttle valve elevated pressure spring. The original TV valve spring is a bit weak resulting in low line pressures and insufficient throttle pressure. If left uncorrected this can result in premature 3-4 clutch failure. Cost $5.00

#18A. For light vehicles under 3200 pounds with 3.73 and lower gear ratios.

#18B. For medium weight vehicles such as Camaro with 3.42 to 3.73 ratios.

#18C. For heavy vehicles with 3.08 to 3.42 ratios. Use this one with taller than stock tires, and lower than stock gear ratios.

Vehicles with a 200-4R, 700-R4 or 4L60E transmission can experience 1-2 light throttle abrupt or "bang" shifts, especially when using the Corvette or larger 2nd apply servo pistons. The current industry solution is to make the servo piston apply diameter smaller. This, however, limits the 2-4 band life. This shift problem commonly occurs when the accumulator valve is too large for the application, resulting in too much pressure on the 2-4 band. This valve train has 7 different OEM size variations: B, A, N, M, L, K, and F. They range from the largest valve diameter giving the firmest shift (B) to the smallest valve diameter giving the softest shift (F), respectively. The size variations are clearly stamped with the letter on the aluminum sleeve. Most vehicles, depending upon the transmission / engine combination, can use either the M, L, or K version. However, these are not available unless scavenged from other valve bodies. Each kit contains three springs of varying spring rates. Cost $42.00

Accumulator Valve Train Assembly

#19CB. 700R4 / 4L60E / 4L65E, .510" wide rear stator support bushing. The stock size is .430". This wider rear bushing will provide more support in this problem area. Cost $4.00

#19B. 700R4 / 4L60E / 4L65E double wide sun gear bushing. This bushing is approximately twice the width of the OEM version and fills the entire sun gear bushing groove. This wider bushing maximizes bushing support. The bushing is a steel-backed bronze bushing that is precision machined to provide minimal clearance with the mating shaft. Reduces reaction carrier shaft damage. Cost $5.00

#20. 700R4 full throttle 3-4 up-shift sleeve. Now you can have a full throttle 3-4 shift. At 80 MPH it takes 90% throttle to make a 4-3 downshift. Can be installed without removing the valve body. The Up-shift Sleeve also eliminates part throttle 4-3 downshift for less gear searching. This is an extra option on the 700 Raptor. Not recommended for motors over 250 horse power. Cost $58.00

#20S. This is the replacement for a worn throttle valve. This is the larger one, code 94. Poor line rise or no detent downshifts can be common complaints in vehicles with a 700-R4 transmission. The steel throttle valve plunger continuously reciprocates within the aluminum throttle valve plunger sleeve, thus wearing the sleeve. This wear allows throttle valve feed oil to leak past the plunger and exhaust, resulting in poor line rise and problematic downshifts. In addition, the OEM spring is weak and can result in low line rise, insufficient throttle pressure and, ultimately, 3-4 clutch failure. Cost $49.00

#20T (700R4 & non-PWM 4L60E) #20E (4L60E PWM units). These hardened steel converter clutch apply valves will eliminate bore cross leakage with a Teflon seal. Vehicles with a 700-R4 or 4L60-E transmission have numerous converter overheat and lock-up complaints related to valve bore wear. These include no lock-up or lock-up immediately after 2nd gear when fluid warms up. Frequently the solenoid will have no control over the valves position. These complaints are usually created by excessive pump bore to valve clearance. Often converter feed oil will leak past the OEM spool, which added together with orificed signal oil, will be more than the solenoid can exhaust. This may completely stroke the valve into the lock-up position and create a no power or no brake cancel condition. Oil cross leaks may float the valve into a midway position and restrict cooler flow, which burns up the converter. Cost $22.00

#37XX. This is the firmest OEM type replacement spring for use in the 1-2 or 3-4 accumulator of the 700R4 and 4L60-E transmissions. This spring has identical performance specifications to the purple OEM accumulator spring. This spring uses high strength spring wire to insure lasting spring life and reduce spring relaxation. (Purple) Cost $4.00

#37X. 700R4 / 4L60E heavy 1-2 accumulator spring for super firm 1-2 shifts. (Brown) $5.00

#37P. 700R4 / 4L60E Pinless accumulator piston. The dual seals stabilize and completely seal the bore and provide a tight seal even after thousands of cycles. The pinless design eliminates the possibility of pin leakage and the additional length stabilizes the piston to prevent piston cocking. This pinless accumulator piston kit does not work with OEM two accumulator spring applications. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles. Cost $14.00

#38. 700R4 / 4L60E high output pump slide spring. When engine speeds exceed 5800 RPM, the centrifugal force on the pump vanes acts to center the pump slide and reduce the pump volume. In high performance applications, it is critical to maintain maximum pump volume in order to hold line pressure and avoid 3-4 clutch failure. This high output single spring is stiffer than the dual OEM springs and is able to hold the pump slide in a maximum volume position despite the high engine RPM. Cost $7.00

#41. 700R4 / 4L60E intermediate servo release check valve. This valve meters servo release oil for a shorter 2-3 shift while providing proper exhaust for a smooth 3-2 down shift. Cost $16.00.

 #43G. 700R4 Corvette governor, new not used. This governor will get your full throttle shift points in the 5200 RPM range. Cost $38.00

For 4L60E / 4L60E transmissions with Code 1870. This kit corrects wear in the valve body that causes code 1870. The reamer is specially designed for use with our TCC regulator valve kit 77754-04K. This reamer allows the installation of our re-designed TCC regulator sleeve and valve and requires only cutting oil and a speed handle. The reamer also features a depth stop to prevent over boring. This fix will not work on GM remanufactured transmissions. The transmission doesn't need to be removed to install this part. We have found this part to be bad on almost everyone we checked. (This part always wears out 99% of the time and should be replaced on every rebuild.)

#77754-R2, Reamer. Cost $125.00

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

#37XP. 4L60E / 4L65E Pinless accumulator piston. In 4L60-E units it is common for the plastic forward accumulator piston to wear or crack. This causes a fluid loss resulting is delayed engagement, slips, burned clutches and/or band. Repeated reciprocation of the accumulator piston causes the piston pin bore to wear. Fluid loss through the piston pin bore or cracks causes forward clutch to slip. The stock accumulator piston can develop a large pressure leak at the pin area over a period of 50 to 100 thousand miles. Cost $10.00

#4XX. 200-4R .430" oversize throttle valve. Poor line rise, no detent downshifts, and soft 1-2 shifts are common complaints in vehicles with a 200-4R transmission. The steel throttle valve plunger continuously reciprocates within the steel throttle valve plunger sleeve, thus wearing the sleeve. This wear allows shift TV oil to leak past the plunger and exhaust, resulting in poor line rise. Also, detent feed oil leaks past the plunger and results in poor shift timing and/or soft shifts. (.390" is the largest stock size.) Cost $52.00

#18X. This 200-4R super size servo boasts an apply area 17% greater than the Grand National servo. This is the largest on the market. This servo kit includes many tunable features. The servo pin is longer than the longest available OEM pin and can be shortened to precisely set pin engagement. A medium rate return spring is also included with the kit and is interchangeable with OEM springs for further tuning. This super size servo can be set-up for high performance street applications as well as for all-out racing by including or excluding springs, shims, and spacers included with the kit. This design is a radical departure from the OEM design to improve strength and reduce material and machining time in order to provide a higher quality, more complete kit, at a lower cost to the customer. The sealing characteristics have been improved throughout the design and it features the addition of an o-ring seal at the intersection of the servo pin and the piston. This prevents any crossover leakage between the apply and un-apply sides and ensures all apply pressure gets to the piston for good solid shifts. These features result in the firmest 1-2 and 2-3 shifts and help to clean up the kick down response from 3-2. Cost $155.00

#3. 700R4 / 4L60E high performance overdrive billet servo. This Super-Hold Servo has 40% more holding power (fluid apply area) than the stock overdrive servo and gives a firm 3-4 shift. Can be installed without removing the transmission or valve body. Left picture. Cost $89.00

#57L. 4L60E, 4L65E late type Pump Stator Support Shaft, 1998-ON. This shaft is 7.112" long and will not interchange with the early shaft. Cost $63.00

Qty 12345

#59. 200-4R hardened stator support. Cost $20.00

#27. 4L60E / 4L65E oversize .490" pressure boost valve. Can be installed without removing the transmission or valve body. (The stock size is .470") (This pressure valve only fits 2004 back.) Cost $35.00

#27BP. Fits 4L60E. Wear of the bore plug in the forward and reverse abuse valve bores can allow valuable oil pressure to exhaust. This plug has an increased diameter to restore hydraulic integrity in the circuits and a reduced retaining pin hole to reduce plug movement that results in wear. This Sonnax bore plug is used in two locations in the valve body: to separate the forward abuse and low overrun valves, and to separate the reverse abuse and 3-2 downshift valves. The plug is held loosely in place with a coiled spring pin, allowing the opposing spring and oil pressure forces to stroke it within the bore. This constant oscillation causes the plug to wear and allows PR oil at the low overrun valve and 3-4 clutch oil at the 3-2 downshift valve to exhaust at the abuse valves. This premature oil loss can result in delayed apply of the low/reverse clutch and a tie-up of the 3-4 clutch and 2-4 band. The new Sonnax plug has an increased diameter to restore hydraulic integrity in the circuits and a smaller retaining pin hole to reduce plug movement that results in wear. Cost $12.00

#13S. This .015" shim installs between the front input OEM selective and the drum pocket and allows for quick setup and adjustment when excessive endplay has been determined. Cost for 10 shims $7.00

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

• Drop-in-replacement valve

• Extends life of the forward clutch and input sprag

• Ideal for electrically downshifted units with aftermarket paddle shifters

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

• 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.

#2-400. Fits TH400 transmission. Boost valve wear results in oil leaks and poor line rise. This ?Factory style? reverse boost valve and sleeve is manufactured from hardened steel to prevent wear. Vehicles with a TH400 transmission frequently have poor line rise, soft 2-3 shifts, and/or reverse engagement difficulties. These problems can be caused by the reciprocating reverse boost valve wearing the inside diameter of the boost sleeve. When this occurs, oil that enters the modulated throttle valve orifice leaks past the boost valve and exhausts through the reverse orifice or to the sump, resulting in poor line rise. Also, reverse oil can exhaust both to the sump and back through the modulated TV orifice. The outside diameter of the boost sleeve also allows some leakage through the pump body, which can increase boost oil loss. Cost $29.00

#1-350. TH350 elevated pressure valve. The OEM boost valve sleeve wears out from the reciprocation of the steel valve within the aluminum sleeve. Wear in the reverse boost sleeve results in low line pressure, soft 1-2 and 2-3 shifts and/or reverse engagement or shudder. Sonnax now offers a high performance boost valve and sleeve replacement. This new high performance boost valve and sleeve incorporates a larger boost ratio which increases line pressure and provides firmer shifts. It is also recommended for street/strip performance vehicles. Cost $49.00

#13. TH350 hardened intermediate roller clutch outer race. This is a weak point on the 350 transmissions. The improved outer race is machined from high-strength steel with hardened I.D. supported by a more ductile core to meet the demands of the high performance market. Cost $66.00

(This isn't the cheap hard race you see out there for sale. This is a special bi-metal race made for strength and wear resistance. The cheap 350 hard race will break easier than the stock race. The cheap hard race is made for a stock motor to give it wear resistance)

#62. The OEM case bushing in vehicles with a TH400 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

#67. TH400  / 4L80E Hard Forward Clutch Hub. This is a must if you have nitrous. We mainly use two different types of steel alloys to manufacture our Input Shafts and Hubs, 4340 and 300m. Cost $106.00

#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.

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 $51.00

#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

#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

#78. 4L80E cooler line design difference requires the use of a hard to find early-style cases . This cooler line conversion kit allows the use of more readily available late model cases in early-style applications. This kit includes a special case fitting and a cooler line adapter that allows late model rear lube cases with 3⁄8" quick connect cooler line fittings to be installed into early model front lube applications that use 5⁄16" flared tubing cooler line fittings. Cost $40.00

#1000-CCV. C-1 Clutch Control Valve and Seal Kit, 2003 & earlier. 

Allison 1000. The OEM C1 clutch control valve has a fixed flow rate and no seal at the large spool to prevent hot fluid loss. The Sonnax updated valve 37000-05K controls the fill and exhaust rate of the C1 clutch as well as reducing loss at the valve bore. The regulation contour of the Sonnax valve provides a controlled fill to reduce harsh engagements common to cold weather, long sit or reverse to forward abuse conditions. Controlling the flow rate reduces wear on the C1 clutch hub. Once the valve is open, the C1 flow is increased over OEM to overcome fluid loss at the drum. The valve also has a Teflon® seal to prevent incoming pressure loss to exhaust at the pump casting, which can occur under hot abuse conditions. Cost $37.00

Features & Benefits • Valve changes the fixed flow rate to a regulated flow rate, reducing wear of the C1 clutch hub. • Teflon® seal prevents C1 oil from leaking to exhaust. • This is a drop in replacement, with no bore modifications required.

#10S. The throttle valve plug wears the sleeve, allowing throttle valve feed oil to leak past the plug and exhaust . Uncontrollable throttle pressure due to oil loss is a common complaint in vehicles with an AOD transmission. This results in low line pressure and poor throttle and shift timing adjustments. The hardened steel throttle valve plug continuously reciprocates within the aluminum throttle valve sleeve, thus wearing the inside diameter of the sleeve. This wear allows throttle valve feed oil to leak past the plug and exhaust, resulting in poor line rise. We have found this part to be bad on almost everyone we checked. (This part always wears out 99% of the time and should be replaced on every rebuild.) Cost $26.00

#10P. When rebuilding high performance or heavy duty AOD units, many rebuilders wish to increase line rise over the OEM specifications. This is now easily accomplished by installing our large ratio pressure regulator boost valve kit. Not only will our sleeve and valve kit address poor line rise, direct clutch failure and soft slide shift complaints, due to the OEM sleeve being worn, but now it is available in a larger boost ratio. Cost $44.00

#11-1. AODE / 4R70W Sonnax 1-2 accumulator piston is a direct OEM replacement. The bonded rubber piston seals will resolve leakage between the piston O.D. and the case bore. Applications in which this piston assembly is used are the AODE and 4R70W transmissions. Cost $18.00

#11-2. AOD / AODE / 4R70W Sonnax 2-3 accumulator piston is a direct OEM replacement. The bonded rubber piston seals will prevent leakage between the piston O.D. and the case bore. This piston assembly is used in AOD, AODE and 4R70W transmissions. Cost $12.00

Sonnax is pleased to announce our AODE & 4R70W application-specific kit to provide rebuilders with a full complement of parts in one box to cure common root-cause problems. Sonnax Sure Cure kits will simplify decisions for transmission rebuilders by providing the best Sonnax fixes in one box with detailed, step-by-step instructions, and all orderable by one part number.

Helps cure: Overdrive band failure, Code 628, TCC shudder, No lock up, High or low line pressure and Poor reverse boost.

# SC-AODE, Fits 1992-1995 AODE / 4R70E Transmissions. Cost $98.00

# SC-AODE-1, Fits 1996 up 4R70E Transmissions. Cost $98.00

#1SR. Loss of the stock AOD / AODE snap ring off the intermediate sprag retainer causing failure of the sprag. The AOD / AOD-E Spiral "Plus" Ring Kit is designed not to fly off the intermediate sprag even under high RPM. This New Millennium design  features a two-piece set with the Spiral Ring and a G-Lock ring that dramatically increases holding capacity of the retaining rings. Sold in sets of three. Cost $11.00. One set $4.00

#1SX. This C6-R Servo performs as the Ford "R" servo. Due to the apply-to-release ratio, this servo delivers the best overall shift feel and timing. The C6-R Servo delivers positive 1-2 and 2-3 shifts. This Servo delivers a clean 3-2 kick down. Fits 1968 1/2 up only, will not fit 1967. Since its introduction in 1969 with the 428 SCJ, the R-code servo has remained the trick piece for C6 builders needing additional band apply force. Ford last offered an OEM replacement in 1992. Cost $154.00

#1X. Code FF, C-6 2.82 to 1 band apply lever. This servo lever is made from 2014-T6 aluminum forging that will not distort or crack like the cast OEM lever. This lever has 23% more apply pressure than anything Ford ever made. Perfect for firmer, cleaner shifts when used with the C6 code “R” servo. Cost $25.00

#3. C4 high performance servo. As used with Shelby Mustang and other performance vehicles, a "C" ratio servo offers greater holding power, giving cleaner, firmer 1-2 and 2-3 shifts. Machined from 6061 aluminum billet, this servo features superior sealing over a wide range of fluid pressure. This is the largest in the C4 servo family and works equally well in Performance C5 applications too. The servo pin incorporates two (2) Teflon sealing rings to insure the hydraulic integrity of the pin in worn cases. Cleaning up a 2-3 flare was never easier than installing this servo. Cost $143.00

#C6PV. C6 oversize performance pressure valve. 1972 up only. Cost $39.00

#C6PV2. Performance C6 pressure valve. Fits early 1976 down only with ?clicker type? valve body. When rebuilding high performance or heavy duty C6 transmissions, it is common to find a worn boost sleeve in the ?clicker type? valve body. This wear causes poor line rise, which results in erratic shift timing, reverse shudder, or direct clutch failure. This can be caused by the reciprocating boost valve wearing the inside diameter of the boost sleeve. When this occurs, oil that enters the modulated line pressure orifice leaks past the boost valve and exhausts through the reverse orifice, resulting in poor or no line rise. The outside diameter of the boost sleeve may allow some leakage through the valve body, which can result in insufficient line rise. Cost $49.00

#81. C6 Heavy Duty Steel Pan. Ford vehicles with C6 transmissions often have oil pan leaks. The original Ford C6 oil pans are made with thin-gauge steel. If the oil pan bolts are over-tightened, the flange at the bolt holes will warp and will result in a poor gasket seal. Once the oil pan flange is distorted, it is difficult to repair the pan flange to get a good seal. The new heavy duty C6 oil pan is made of thick gauge material and will resist warping at the bolt holes. The thicker flange will allow the bolts to be tightened enough to compress the gasket evenly and result in a good seal. The new heavy duty pan will withstand repeated assembly without damage. $29.00

#A4LDPV. A4LD oversize pressure boost valve (1985-1994). When rebuilding high performance or heavy duty A4LD transmissions, it is common to find the boost sleeve in the valve body worn. This wear causes low line pressure, soft upshifts, delayed reverse and poor modulator control, resulting in poor performance or premature failure for your high performance or heavy duty rebuild. These complaints can often be caused by a worn boost sleeve, which allows reverse and/or TV pressure to cross leak or exhaust. Cost $35.00

#9R2. Fits C6 / E4OD, 1989 on model years. (THIS PART DOESN'T FIT A 4R100). Replace the worn race with Sonnax’s new replacement race. This through hardened race is a direct replacement for the OEM part. The new Sonnax race fits 1989 up model years. It's designed for use with a bearing, 1.013". Replace the worn race with this new, through hardened, direct replacement race. Made with upgraded  materials. Cost $21.00

#9R. Fits C6, 1970-1987 model years. Replace the worn race with Sonnax's new replacement race. This through hardened race is a direct replacement for the OEM part. The new Sonnax race fits 1970-1987 model years; it has a lube hole and lube groove and is designed for use with a thrust washer. Replace the worn race with this new, through hardened, direct replacement race. Made with upgraded  materials. Cost $19.00

#56000. A4LD 6 bolt crankshaft spacer for the 2.8, 2.9 and 4 liter. This is the torque converter pilot bushing that goes bewteen the crankshaft and flywheel. The stock part is prone to cracking. The Sonnax part is made of better steel and has a 1/16 of an inch deeper pilot area to support the converter better. Cost $15.00

#56000-2. A4LD 5R55E 8 bolt crankshaft spacer. The crankshaft spacer in A4LD, 4R44E and 5R55E applications is prone to cracking and wear because the powdered metal material of the OE spacer cannot provide adequate support for the torque converter pilot. Once the spacer wears or breaks, the result is converter misalignment. Cost $15.00

“Increased Pressure” Main Pressure Regulator Springs

#S1 (5R55S / W only), #S2 (5R55N only). This Sonnax spring is designed to restore or increase line pressure up to 10 PSI over OEM specifications while avoiding excessively high line pressure and harsh shifts. Cost for ONE Spring. $6.00

Features & Benefits

• Restores or increases line pressure up to 10 PSI.

• Replaces lost original springs.

• No harsh shift effects of high line pressure.

• Drop-in installation requires no modifications.

#S3. Oversize Torque Converter Clutch Modulator Sleeve and Plunger Assembly. Some common complaints associated with a 5R55S / 5R55W are high TCC slip RPMs under increasing loads, slip codes, and converter apply or release concerns. These complaints are often caused by wear at the ID of the TCC modulator plunger valve sleeve, due to constant oscillation by the pulse width modulated TCC solenoid. This plunger valve positions the TCC modulator valve, which feeds line to the apply circuit, which controls slip rate. Wear of the sleeve will allow the TCC slip rate to continue to rise, and could prevent full lockup. The Sonnax assemblies restore hydraulic integrity to the TCC solenoid circuit with precisely toleranced parts. The elevated modulated pressure will not raise apply pressure to the point of TCC piston fatigue, and will result in firmer TCC apply and reduced slip RPM in heavier use applications. Cost $37.00

Features & Benefits

• Increased ratio provides a firmer and quicker lockup feel.

• OEM stock ratio restores original lockup feel.

• Precisely toleranced parts restore hydraulic integrity.

• Hard-coat anodized aluminum valves resists wear.

• High-grade aluminum sleeves are extremely wear-resistant.

#S4. 5R55N Only, 4-3 Pre-Stroke Valve Spring. Complaints of no 4th or 5th gear, codes 734 and / or 735 and solenoid C codes can occur on the 5R55N due to a broken 4-3 pre-stroke valve spring. The 4-3 pre-stroke valve controls the apply and release rate of the intermediate servo and direct clutch, which should be applied in 4th and 5th gear. The Sonnax 4-3 Pre-Stroke Valve Spring addresses these complaints. This spring is not used on 5R55W and 5R55S units. Cost $6.00

5R55S

Tools needed to bore out the case and sleeve the two servo pin holes. These are always bad and cause a pressure leak that in turn burns the two bands. Send us your case for this service. Call Jim at 1-888-8771008 for a price.

#5R55SF. Tool fixture needed for the boring tool. Cost $172.00

#5R55ST. Complete boring tool kit for the 5R55S servo pins. Cost $499.00

#5R55SS. Two servo pin sleeves. Enough for one transmission. Cost $57.00

Heavy-Duty Low / Reverse Modulator Sleeve Kit, 1996 Up E4OD / 4R100

#20MS. The holding capacity of even the largest modulator plunger valve assembly does not supply enough line pressure to the low/reverse clutch to adequately hold the clutch in diesel or heavy-duty applications. This same issue will occur in gas and street applications as the vehicle ages and wear at multiple locations continues to rob line pressure. Sonnax has developed an innovative, dual-plunger valve drop-in replacement assembly that prevents repeated low / reverse clutch distress and burn-up. The inboard, smaller plunger valve has the ratio of the larger OEM plunger valve, but functions primarily as the engagement control for the low/reverse clutch. A small orifice along the valve axis prevents harsh or bang engagements by maintaining a controlled feed flow to the larger, outboard holding valve. This valve provides almost double the holding capacity to the low/reverse clutch as the OEM valve. Both valves are hard-coat anodized to prevent wear, and the newly designed sleeve is made from a highly wear-resistant grade of aluminum. A new spring is also included to work with the new valves. We have found this part to be bad on almost everyone we checked. (This part always wears out 99% of the time and should be replaced on every rebuild.) Cost $68.00

• Innovative dual-valve design controls clutch engagement while nearly doubling holding capacity.

• Valves are hard-coat anodized to prevent wear.

• Newly designed sleeve made from highly wear-resistant aluminum alloy.

• Drop-in-replacement allows for easy and quick installation.

#20. E4OD / 4R100 Power Valve. Now you can have a Power Valve to go with your Power Chip. This valve is a must for high torque motors. This will wake up any E4OD or 4R100 transmission.

Ford Super Duty or Lightning trucks don?t always have the 1-2, 2-3 shift firmness your looking for in a performance or heavy duty truck. This is easily addressed by our performance Power Valve kit.

For use with any Heavy Duty or Performance E4OD and 4R100 transmission, our valve kit increases shift firmness by using a larger .427" diameter valve increasing pressure resulting in a firmer shift.

Our valve kit has not only been designed for increased performance but for increased longevity. Cost $45.00

Power Valve Page, Click Here

#20S. Needed for every rebuild, made of better material. Vehicles with an E4OD / 4R100 transmission frequently have problems with poor line rise and / or soft shifts. These complaints are often caused by severe wear of the pressure regulator sleeve, allowing EPC and reverse boost oil leakage. The Sonnax replacement assembly eliminates these problems with a closely toleranced pressure regulator boost valve and sleeve. This valve has been specially coated to eliminate excessive wear. Wet Air Test leakage discovered after correctly installing the Sonnax boost valve may indicate pump cross circuit leaks. A Wet Air Test must be performed on re-machined pumps for verification of flatness. Cost $34.00

Sonnax is pleased to announce our 4R100 application-specific kit to provide rebuilders with a full complement of parts in one box to cure common root-cause problems. Sonnax Sure Cure kits will simplify decisions for transmission rebuilders by providing the best Sonnax fixes in one box with detailed, step-by-step instructions, and all orderable by one part number.

Helps cure: Poor line rise, Delayed reverse, Harsh 1-2, Code 62, TCC failure, Clutch & band failure, Wrong gear starts, Poor 2-3, 3-4 shifts, Excessive endplay, OD lube failure and Loose OD retaining ring.

#SC-E4OD, Fits E4OD Transmissions. Cost $119.00

#SC-4R100HD, Fits 4R100 Transmissions. Cost $212.00

#25SR. E4OD and 4R100 overdrive spiral snap ring. This ring is bad about coming off. Ford retaining rings are known to pop out of the retaining ring groove, causing initial failure. Cost $11.00

#20PG. Sonnax E4OD / 4R100 standard size F5 / F8 pump gears. Fits 1995 up only. Cost $39.00

#9R2. Fits C6 / E4OD, 1989 on model years. (THIS PART DOESN'T FIT A 4R100). Replace the worn race with Sonnax’s new replacement race. This through hardened race is a direct replacement for the OEM part. The new Sonnax race fits 1989 up model years. It's designed for use with a bearing, 1.013". Replace the worn race with this new, through hardened, direct replacement race. Made with upgraded  materials. Cost $21.00

#9R3. Fits C6 / E4OD, 1989 on model years. (THIS PART DOESN'T FIT A 4R100). Replace the worn race with Sonnax’s new replacement race. This through hardened race is a direct replacement for the OEM part. The new Sonnax race fits 1989 up model years. It's designed for use with a bearing, 1.013". Replace the worn race with this new, through hardened, direct replacement race. Same as #9R2 but comes with a new bearing. Made with upgraded  materials. Cost $32.00

#7S. Sonnax and PATC now offer this heavy duty, one piece input shaft and clutch hub for the Dodge A618 in the 1994 - 2007 Cummins Turbo Diesel application. Can be used in a 2003 up 48RE transmission with Red Eagle clutches. By combining the input shaft and forward clutch hub into a one piece design, Sonnax has eliminated the weak connection between the two. This new assembly is made from a high strength one piece 300M steel forging, which adds to the overall strength of the design. Cost $745.00

#3SC. Intermediate servo cover. In vehicles with 727 ('71 & up), 46RH/RE & 47RH/RE transmissions it is common to have long slide 2-3 shifts, direct (front) clutch failure or poor line pressure. These complaints can be caused by the front servo piston cover bore wearing. Sonnax has now designed an upgraded front servo piston cover with an o-ring in the bored diameter. This o-ring provides positive hydraulic seal on the servo rod for the direct (front) clutch and prevents hydraulic cross leaks. Cost $24.00

#618S. 500 / 518 / 618 performance 3-4 accumulator spring. This spring will give you a firm 3-4 shift into overdrive. Cost $7.00

#47RES. 618 / 47RH / 47RE /48RE performance rear band servo. Fits 1994 up 618 / 47RH / 47RE / 48RE transmissions only. Many Chrysler A727, A518, A618, and A904 transmissions experience rear servo piston sticking / breakage, pin bore wear, and reverse band slippage. The servo piston has a tendency to get cocked in the bore and there is insufficient force to apply the band in a direct line. The high reverse line pressure continues to apply against a cocked piston, causing piston breakage. The bore of the piston also wears from side loading, resulting in insufficient band apply pressure. 96 back on left, 97 up on right. Cost $19.00

#5V. 42RH / RE, 47RH / RE, ALL 48RE, 904, 727 Throttle Valve Kit. Fixes shift timing concerns and throttle buzz, cures late 2-3 upshifts, reduces oversensitive 3-2 downshifts. Hardened steel throttle valve kit restores worn valve body, works best in heavy-duty / towing applications. Repairs excessive throttle valve and sleeve wear. This Sonnax repair kit both salvages valve body and restores throttle control. Full throttle shift points can be lowered or raised with this kit up to 5400 RPM. Cost $38.00

#46RES. 518, 46RE / RH, 727, performance rear band servo (GAS not 904). Many Chrysler A727, A518, A618, and A904 transmissions experience rear servo piston sticking / breakage, pin bore wear, and reverse band slippage. The servo piston has a tendency to get cocked in the bore and there is insufficient force to apply the band in a direct line. The high reverse line pressure continues to apply against a cocked piston, causing piston breakage. The bore of the piston also wears from side loading, resulting in insufficient band apply pressure. Cost $19.00

#SC-46/47RHE. The Sure Cure Transmission Reconditioning Kit, Parts in one box to cure common root-cause problems. Sonnax is pleased to announce our 46 / 47RH / RE (518 / 618) application-specific kit to provide rebuilders with a full complement of parts in one box to cure common root-cause problems. Sonnax Sure Cure? kits will simplify decisions for transmission rebuilders by providing the best Sonnax fixes in one box with detailed, step-by-step instructions, and all orderable by one part number. Cost $152.00

Helps cure: Lock up shudder, Delayed engagement, Improved converter lube feed, Loss of Lube, PR valve buzz, Shift timing concerns, Slips in reverse and Excessive unit endplay.

#6. The circuit timing of applied vs. release pressure exhausted is critical for proper TCC operation. The OEM valve stroke contributes to soft TCC apply, shudder complaints, and increased damper spring loads. Replace the OEM switch valve with this Sonnaxs switch valve. The new Sonnax switch valve improves the timing and flow to the apply and release circuits. Fits 42 / 46 / 47RE / RH . Cost $15.00

#12. In vehicles with Chrysler RWD transmissions, the manual valve does not allow the converter to be charged in park. This causes delayed engagement and converter bushing failure. Sonnax now offers an upgraded, re-designed manual valve 22771-09 that allows converter charge in park. Fits Chrysler RWD units 1978 up with TCC. Cost $20.00

#12GBP. All Dodge RWD Governor Bore Plug Kit. Wear in the valve body casting at the large diameter of either the 1-2 or 2-3 governor plugs causes governor oil pressure to leak past the shift valve governor plugs. Governor oil leaving the solenoid reacts on the 1-2 and 2-3 bore plugs, which sequentially stroke the shift valves. These bore plugs stroke relative to an opposing spring and variable throttle pressure. Bore wear creates a loss of governor pressure, which affects shift timing. Due to this wear, shift timing changes with operating temperature and often causes a shuttle or late shift. When this leak is combined with a governor solenoid and transducer feedback, they are often too slow to compensate for this oil loss. The throttle circuit is also prone to wear and has TV pressure variation from cross leaks, which then affect shift timing. These cross leaks often come from the 1-2 accumulator piston seals, throttle control valve, TV checkball and / or a distorted valve body. Cost $45.00

Features & Benefits • Kit provides improved shift timing. • Plugs with seals improve throttle control. • Salvages valve body.

#518TB. Sonnax offers a replacement kit for the Chrysler 500 and 518 overdrive unit thrust bearing and direct clutch thrust plate, 1988 on. These plates fail due to direct clutch thrust plate flexing from the spring load. The bearing plate is designed to have the correct taper on the bearing face that flattens out under the load of the overdrive clutch spring. Many aftermarket bearing plates lack this taper and cause the bearing to fail prematurely. The high quality Torrington bearing is the larger, updated OEM version with a much higher load capacity than the earlier OEM bearing. Cost $19.00

#78R. Upgraded overdrive piston retainer for 46RH, 46RE, 47RH, 47RE transmissions. Excessive clearance between the overdrive piston retainer and intermediate shaft reduces lube flow to the gear train. An added seal compensates for variations in case I.D. Oil is delivered to maximum load points on shaft. This part is made out of better material. Cost $82.00

#77S. Sonnax overdrive shim kit eliminates the need to stock multiple OEM selective spacers by providing one .175" thick washer and three .010" thick shims for setting the clearance for proper washer end play. Cost $7.00

#518RED16. Sonnax, Dodge 16% Oversize Intermediate Super Servo. Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and 47RH. New eight sealing ring design for a super seal. The overall result is more holding force in 2nd, firmer 1-2 and 2-3 shifts that become firmer under load. Combine this servo with the above servo cover for best results. Cost $73.00

• 16% More Holding Power
• Firmer 1-2 Shift
• More Positive 2-3 Shift
• Perfect for Heavy-Duty and Performance Applications
• Red Anodized
• Eight Sealing Rings

#6. The continuous stroking of the 1-2 (Forward) and reverse servo boost valves wear away at the valve bore, creating excess clearance and reduced apply pressures. This can lead to 1-2 band slippage, delayed engagements, 1-2 shift flares, and decreased reverse pressure. An oversized valve has been developed that will restore the hydraulic integrity and more than doubles the valve-to-bore contact area to prevent leakage. The valve has been manufactured from anodized aluminum to prevent future bore wear. This valve will fit both the forward and reverse applications for the 4T60, 4T60-E and 4T65-E. Each kit contains one valve that works in either bore. This oversized valve requires the use of a reamer tool kit for 4T60, 4T60-E and 4T65-E applications. Cost $19.00

#6T. Reamer kit for #6 valve. Cost $124.00

#1. Powerglide Magnum Clutch Hub. This hub will hold up to ten .060" clutches. Cost $48.99

#3. New Powerglide ten clutch drum. This doubles the five clutch setup. This setup is essential for those extreme applications exceeding 1200 horse power. Cast from high quality steel, it's machined for optimal fluid flow for quick clutch engagement. Unlike other specialty drums, this unit uses conventional Powerglide clutches and will work with your existing planetary flange. In addition, this kit includes the special 10 clutch steel hub and a Torrington bearing. This drum is ready to install. Cost $549.00