Sonnax Transmission Parts

  

 

 

 

 

 

 

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700R4 / 4L60E / 4L65E / 200-4R

Smart-Tech Input Housing Kit

Part No. 77733-06K

  • Teflon Impregnated Rear Stator Support Bushing

  • Modified Input Housing

  • Input Drum Reinforcement Sleeve

  • O-Ring

  • 3-4 Clutch Apply Plate

  • 3-4 Clutch Return Springs (10)

  • 3-4 Clutch Backing Plate

  • Socket Head Cap Screws

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

Smart Tech Input Housing Kit

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

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

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

2. Limited 3-4 clutch torque capacity

3. Repeated 3-4 snap ring blow-out

4. Input housing breakage near the input shaft spline.

5. Input housing fatigue

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

See video below for demonstration

Features and Benefits

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

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

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

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

  • Eliminates snap ring blow out

  • Special Treated housing is significantly more resistant to fatigue failure

  • Includes steel reinforcement sleeve  and overrun piston.

 

  • Cost $499.00

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

Smart Shell

_DSC3379.JPG (63683 bytes) #77749-02K. The new Smart Shell has heat treated lugs, a reinforced hub and the thrust washer is replaced with a thrust bearing. The weak point of the rear planet gear is the captive rear planet bearing. This shell takes the load off of this bearing. Fits 700R4, 4L60E, 4L65E and 4L70E transmissions. (77749-02K) Cost $89.00

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The Sonnax SmartShell 77749-02K is a heavy duty reaction shell kit with revised thrust loads. Stripped or cracked shells are a problem in 4L60/E units, however an equally common problem is a failed rear planet captured bearing. The Smart Shell is the only heavy duty shell to address both issues. The SmartShell is made of thicker material and the hub area is strengthened further with a steel collar that is precision welded to the shell. The splines are heat treated with a tested process to ensure strength and longevity. The lugs that engage the reverse drum are heat treated as well to avoid flaring. By replacing the black plastic washer with a thrust bearing and controlling the height of the modified OE race, the SmartShell reroutes thrust loads away from the captive rear planet bearing and sun gear. The rerouted end play / thrust loads pass through the new thrust bearing and modified roller clutch race directly to the rear planet carrier, completely bypassing the vulnerable captive rear planet bearing. See details below.

Smart Shell Features. Reinforced shell withstands torque load at the hub. Large bearing supports shell to withstand thrust load. Thrust load passes directly to the carrier from the shell through the large bearing and race, bypassing the small captured rear planetary bearing.

OEM. In addition to torque load damage, thrust load flexes and breaks shell at the hub bend. Thrust load passes from shell through the sun gear, then overloads the small captured rear planetary bearing.

  

 

 

 

 

 

 

 

 

 

 

 

 

 

 

"Sonnax Performance Pack", 4L60E 4L65E 4L70E

#60PP. Fits 1994 up 4L60E / 65 / 70 transmissions. Includes: .490” Boost Valve with O-Ring, Elevated Pressure Regulator Spring, High RPM Pump Slide Spring, 1 Spacer, 4th Servo Return Spring, Servo Cushion Spring, Servo Piston D-Ring Kit, 3-4 Accumulator Piston Kit, 3-4 Accumulator Spring, Servo Release Check Valve, Forward Accumulator Kit, Accumulator Valve Shim, Twist Drills, 1-2 Pinless Accumulator Piston Kit, 1-2 Accumulator Inner Spring, 1-2 Accumulator Outer Spring, 1-2 Accumulator Waved Spring, Accumulator Housing Spacer. A lot of stuff for the money here. For more radical applications and even greater levels of performance, combine this kit with performance oversize intermediate and overdrive servos. (HP-4L60E-01K) Cost $149.00

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This Performance Pack Provides:

• Shorter shifts.

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

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

• Reduction in high RPM pressure drop-off.

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

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

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

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

#1LP. This 700R4 / 4L60E servo pin is longer than the longest OE pin. The extra length simplifies adjustment, eliminating the need for adding length to the pin. Made from Chromemoly steel it's durable enough for high performance applications as well as stock replacement. Dual Teflon seals have been added to improve sealing in the case bore and an o-ring has been added to improve sealing between the pin and the 2nd gear servo. This servo pin is fully compatible with OE and aftermarket servos. (77787-02K) Cost $32.00

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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. (10000-08) Cost $7.00

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• 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. (65772J-01) Cost $29.00

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IMG_1140.JPG (318253 bytes) #13TW. 700R4 / 4L60E Bi-Metal Thrust Washer. The reaction shaft-to-shell thrust washer is a high wear item and responsible for generating large amounts of wear debris. Late-model 4L60E transmissions have been upgraded with a bearing in this location. This improved thrust washer is manufactured from a steel-backed bronze alloy impregnated with wear-resistant PTFE material to minimize break-in debris and to withstand greater thrust loads than the OEM washer. (This thrust washer is .012" thicker than the stock thrust washer and may not work with a Beast Shell.) (77401-01) Cost $16.00

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Features & Benefits

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

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

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

  

 

 

 

 

 

 

 

 

 

 

 

IMG_1159-2.jpg (16171 bytes)

 

 

 

 

 

#19T. Teflon Coated Pump Bushing. We now offer a direct replacement for the 700R4, 4L60E and 200-4R pump bushing and an upgraded bushing for the 5L40E. The bushing is Teflon coated to improve cold start-up and reduce friction. (77005T) Cost $6.00

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#45-1. PinHol7.jpg (26529 bytes) 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. (77733-02K) Cost $49.00

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25 kits for $40.00 each.

50 kits for $35.00 each.

100 kits for $30.00 each.
 

 

 

 

 

 

 

 

 

 

#4. 700R4 / 200-4R Mega Valve. The Mega Valve will increase your fluid pressure and firm up all your shifts. This is the one you've heard about. Comes in .500" for extra firm shifts. Can be installed without removing the transmission or valve body. (77917-04K) Cost $15.00
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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.

#700R4-LB1. 200-4R / 700R4 Line Pressure Booster Kit. Cost $16.00

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#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. (77917-08) Cost $6.00

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#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. (77968-01K) Cost $5.00

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#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. (77777K-K, 77777L-K, 77777M-K) Cost $42.00

 

  

 

 

 

 

 

 

 

 

 

 

Accumulator Valve Train Assembly

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#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. (77002B) Cost $4.00

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#19CB2. 700R4 / 4L60E / 4L65E, .510" Wide Rear Stator Support Bushing, with a special Teflon wear resistant coating. The stock size is .430". This wider rear bushing will last longer and provide more support in this problem area. (77002BT-01) Cost $6.00

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#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. (77010-01) Cost $5.00

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#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. (77966-94MK) Cost $49.00

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#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. (77966-94K) Cost $49.00

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 77966-93K, 77966-94K, 77966-94MK 700-R4, 700R4 throttle valve plunger and sleeve kits

77805-K and 77805E-K are 4L60, 4L60-E, 4L60E TCC apply valves

  

 

 

 

 

 

 

 

#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. (77805-K, 77805E-K) Cost $22.00

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#29. 700R4, 200-4R, adapter for a Holley carburetor to install the throttle valve cable correctly. Usually this part will correct a hard light throttle 1-2 shift. With this kit getting the correct geometry is easy. (AS2-02K) Cost $33.00. Adapter for the Edelbrock carburetor (AS3-03K) $35.00. If you have a 700R4 or 200-4R transmission and one of these two carburetors you need this part.

 

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Holley
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Edelbrock

Throttle Valve Cable Adjustment Instructions

#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) (74926) Cost $4.00

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#37X. 700R4 / 4L60E heavy 1-2 accumulator spring for super firm 1-2 shifts. (Brown) (77704S) Cost $5.00

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#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. (77998-03K) Cost $14.00

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#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. (77722-01K) Cost $7.00

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#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. (77701-076) Cost $16.00.

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(If you make a 3-2 down shift and the 3-4 clutch doesn't release fast enough when the 2-4 band applies the 3-4 clutch will burn up.)

  

 

 

 

 

 

#42. 700R4 / 200-4R Throttle Valve Cable Corrector Spring. This spring will allow you to turn the pressure up and still be able to open the throttle wide open. The spring is on the far right side in picture. (AS1-01K) One Spring Cost $7.00

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 #43G. 700R4 Corvette governor, new not used. This governor will get your full throttle shift points in the 5200 RPM range. (730) Cost $44.00

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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

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

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_DSC2504.JPG (13688 bytes) #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. (77987-01K) Cost $10.00

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#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.) (65754-03K) Cost $52.00

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#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. (K65703) Cost $155.00

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#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. (77767K) Cost $89.00

  

 

 

 

 

 

 

 

 

 

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#57. 700R4 / Early 4L60E Hardened stator shaft. (77918S-K) Cost $63.00

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#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. (77918S-1K) Cost $63.00

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#59. 200-4R hardened stator support. (65917S) Cost $29.00

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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 4L60E large ratio boost valves (stock .470", these .490") 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. Fits both early and late types.

√ #4L60E-LB1 and #4L60E-LB2 Line Pressure Booster Kits.

Early 04 Back 4L60E-LB1 Cost $26.00
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Late 05 Up 4L60E-LB2 Cost $29.00
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4L60E / 4L65E Actuator Feed Limit Valve Kit

• Kit includes a hard-coat anodized valve and wear-resistant sleeve to prevent wear.

• Valve has annular grooves to prevent side loading and has 54% more support by operating in the full contact sleeve.

 

 

 

 

 

 

 

 

 

#27AV. The AFL valve is a solenoid feed regulator valve that feeds the EPC solenoid and shift solenoids. The OEM AFL valve design has a large reaction area and is highly 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 the 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. This kit (4L60-E) eliminates these problems. 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.) Valve (77754-09K) Cost $49.00, Tool (77754-TL) Cost $185.00

AFL Valve Kit

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Tool  for AFL Valve

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77754-21 is a 4L60-E, 4L60E forward and Reverse abuse bore plug

  

 

 

 

 

 

 

 

 

 

 

#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. (77754-21) Cost $12.00

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77409-15 is a 4L60, 4L60-E, 4L60E stator to input housing shim

  

 

 

 

 

 

 

 

#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 (77409-15) $7.00

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#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. (77754-41) Cost $36.00

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• Drop-in-replacement valve

• Extends life of the forward clutch and input sprag

• Ideal for electrically downshifted units with aftermarket paddle shifters

  

 

 

 

 

 

 

 

 

 

 

 

Combo Performance Master Kits - Save Money Here

400 / 350 / 4L80E / Allison 1000

  

 

 

 

 

 

 

 

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. (34994-01K) $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.

 

#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. (34910-05K) Cost $29.00

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#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. (35754-01K) Cost $66.00

 

 

 #43G. TH350 / TH400 governors, new not used. (350, 400) Cost $41.00

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#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. (35723HD-01) Cost $66.00

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(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)

 

 

 

 

 

 

 

 

#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, TH350 and 4L80E transmissions. Sold 10 per bag. (10000-08) Cost $7.00

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#34034T-01. TH350 / TH400 Teflon Pump Bushing. Worn babbit pump bushings in TH350, TH400, Powerglide and Allison AT540 units allow the converter hub and inner pump gear to move off-center, causing damage to the pump gears and pump housing crescent. Sonnax pump bushing 34034T-01 is a direct replacement part that is better fitting than OE. Extremely wear resistant, this Teflon lined Kryptonite bushing helps maximize the life of these older and increasingly rare pumps. Cost $6.00

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

  

Pump Bushing, Teflon Coated - GM 350/400/Powerglide

 

 

 

 

 

 

 

 

 

#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, (34016-W) Cost $4.00

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#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. (34006-SP) Cost $8.00

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#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. (34322-01) Cost $106.00

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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 (34298-078) Cost $7.00

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.094" Washer, Bottom (34298-094) Cost $5.00

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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. (34528-01K) Cost $19.00

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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. (34200-10K) Cost $75.00

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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. (34880-01) Cost $23.00

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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.

  

 

 

 

 

 

 

 

 

 

 

#2AV. 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 (34200-16K) Cost $46.00, Tool (77754-TL) Cost $176.00

AFL Valve Kit

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Tool for AFL Valve

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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. (34994-02K) Cost $5.00

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Product Line Part Summary

  

 

 

 

 

 

 

 

 

 

 

#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. (37000-05K) Cost $37.00

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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.

Lube Regulator & Converter Relief Valve Springs

Allison 1000

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

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• Made from improved materials for increased durability over OEM.

• Drop-in replacement.

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

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

F-Trim Valve End Sleeve

Allison 1000

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

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

• High lubricity ensures proper valve operation.

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

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

E-Shift Valve Spring & Bore Sizing Tool

Allison 1000

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

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

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

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

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

Allison 1000

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

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

• Firmer TCC engagement.

• Improved engine braking on deceleration.

• Increased clutch torque capacity.

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

AOD / AODE / 4R70W

76948-29K is a 4R70W a OD Servo Regulator Boost Valve & Sleeve  

 

 

 

 

 

 

 

 

#59D. 2001 and later 4R70W / AODE OD Servo Regulator Boost Valve & Sleeve. Common problems with a 4R70W are a burned overdrive band, loss of 4th gear, and/or a 4-3-neutral shift pattern. These problems can be caused by wear at the inside diameter of the overdrive servo regulator boost valve sleeve, due to constant oscillation. Excessive wear allows valuable overdrive oil to leak, preventing the proper regulation of the overdrive servo. The Sonnax replacement assembly maintains critical tolerances that re-establish the hydraulic integrity of the circuit. (76948-29K) Cost $37.00

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  • Hard-coat anodized valve and high-grade aluminum sleeve resist wear.

  • Closely toleranced sleeve improves sealing.

 

 

 

 

 

 

 

 

#2S. Sonnax AOD Super-Size overdrive servo. This servo has a 3 inch piston making it 15% larger than the "A" servo. Notice the sealing ring on the apply pin. (76890-17K) Cost $122.00

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#2SK. Seal kit for the above Sonnax #2S AOD servo. Cost $9.00

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#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.) (76989-03K) Cost $26.00

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 76989-03K is a AOD factory style throttle valve plug and sleeve

#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. (76990-04K) Cost $44.00

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#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. (76927B-01) Cost $18.00

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#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. (76836A) Cost $12.00

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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. (SC-AODE) Cost $98.00

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

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AOD-E / 4R70W Elevated Pressure Regulator Spring & Valve Kits

#59X. AODE / 4R70W, 1991-1995 performance pressure spring. (76948-06) Cost $5.00

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#59XX. AODE / 4R70W, 1996 up performance pressure spring and valve. (76948-12K) Cost $25.00

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#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. (76554RK) Cost $11.00. One set $4.00

One Snap Ring

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Set of Three Snap Rings

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AODE / 4R70W worn main regulator valve and worn reverse boost sleeve.

  

 

 

 

 

 

 

 

 

 76948-01, 76948-02K, 76948-09 are AOD-E, AODE, 4R70W pressure regulator valve and boost sleeve kit
A common complaint in vehicles with an AOD-E/4R7OW transmissions is low line pressure or throttle sensitive buzz, especially when hot. This is often caused by a worn main regulator valve. The valve frequently wears on the boost spool diameter and allows EPC (electronic pressure control) oil to leak to exhaust. This leakage results in poor line rise. When the oil temperature increases, the oil becomes less viscous and more leakage occurs. 

Another common complaint with these transmissions is poor reverse boost, often the result of a worn pressure regulator boost sleeve. The sleeve should be checked while replacing the main pressure regulator valve. Sonnax offers a replacement pressure regulator boost valve and sleeve kit.

#59E. Main pressure valve 1991-1995. (76948-01) Cost $13.00
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#59L. Main pressure valve 1996 up. (76948-09) Cost $15.00
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#59R. Reverse boost valve. (76948-02K) Cost $18.00
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Combo Performance Master Kits - Save Money Here

C6 / C4 / A4LD / 5R55S-W-N

#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. (K36528R) Cost $134.00

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#1SK. Seal kit for the #1SX C6 servo. Cost $12.00

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#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. (36916FF) Cost $39.00

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#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. (K13259C-1) Cost $143.00

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#3SK. Seal kit for the above #3 C4 servo. Cost $16.00

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#C6PV. C6 oversize performance pressure valve. (PERFORMANCE OVERSIZE PRESSURE VALVE ON DIESEL, STOCK SIZE ON GAS), 1972 up only. (36946-03K) Cost $45.00

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#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. (36941-01K) Cost $59.00

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#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. (36950-01) $29.00

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#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. (56947-02K) Cost $35.00

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#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. (36429E) Cost $21.00

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#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. (36429A) Cost $19.00

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#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 a new bearing. Made with upgraded  materials. (36429E-K) Cost $32.00

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#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. (56000-CS6) Cost $15.00

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#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. (56000-CS8) Cost $15.00

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 56000-CS6 and 56000-C8 are A4LD, 4R44E, 4r/5R55E Crankshaft Spacer

 

 

 

 

 

 

 

 

 

 

 

 

“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. (56947J-S7, 56947J-S8) $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.

#S1. 5R55S / W.
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#S2. 5R55N.
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#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. (56947J-03K) Cost $37.00

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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. (56947J-S1)Cost $6.00

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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. (SERVO-FIX) Cost $172.00

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#5R55ST. Complete boring tool kit for the 5R55S servo pins. (S56361J-TL) Cost $499.00

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#5R55SS. Two servo pin sleeves. Enough for one transmission. (56361J-01K) Cost $57.00

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E4OD / 4R100 / 5R110W

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.) (36947-09K) Cost $68.00

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• 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. (96948-01K) Cost $45.00

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Power Valve Page, Click Here

  

 

 

 

 

 

 

 

 

 

Factory Style Boost Valve & Sleeve

 

 

 

 

 

 

 

 

 

#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. (36424-03K) Cost $34.00

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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.

#4R100-LB1. 4R100 / E4OD Line Pressure Booster Kit. Cost $27.00

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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. (SC-E4OD) Cost $119.00

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

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#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. (36744-01) Cost $11.00

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#20PG. Sonnax E4OD / 4R100 standard size F5 / F8 pump gears. Fits 1995 up only. (36438A-01K) Cost $39.00

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This is easier with the tool, but can be done without the tool.

PATC #25CB. Extra Wide 4R100, E4OD, C6 Case Bushing. (36008B, 36008D) Cost $8.00

PATC #25CBT. Case Bushing Tool. (T36008A) Cost $58.00

  

 

 

 

 

 

 

 
Case Bushing 1989 - 1994
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Case Bushing 1995 Up
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Case Bushing Tool
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#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. (36429E) Cost $21.00

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#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. (36429E-K) Cost $32.00

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Product Line Part Summary

  

 

 

 

 

 

 

 

 

 

 

#24EP. 5R110W Valve Body End Plug. The original design of 5R110W valve body included five hydraulic pressure switches. Although these switches were never actually enabled by OEM or monitored by the computer, early valve bodies came through with all five switches installed as dummy plugs to seal up their circuits. Later valve bodies have all pressure switches except the Direct Clutch pressure switch removed, and left the locations in the casting unbored to essentially seal the circuit. The remaining OEM direct clutch pressure switch in the late valve bodies is still not enabled or computer monitored. With the excessive high line pressure that is a frequent problem in these units, it is common to find the OEM pressure switches/dummy plugs damaged. This can result in loss of shift solenoid control pressure and shift complaints. Five plugs required per transmission. (36940-17K) Cost $8.00

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#24SR. 5R110W Low / Reverse One Way Clutch Snap Ring. A common failure in the 5R110W occurs when the low/reverse retaining ring “pops out” of the case groove, causing slips in reverse and severe damage to the case lugs. When moving in reverse, the pressure plate can have some radial movement in the case. This movement walks the retaining ring out of its groove. The Sonnax heavy duty retaining ring is wider and slightly thicker, providing more outward tension than other available replacement rings. The increased tension and extra stiffness help keep the ring seated securely in the case groove. This retaining ring can be used in both gas and diesel applications. Added 8-17-2010. (36885) Cost $14.00

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518 / 618 / 500 / 46RE / 47RE / 727 / 904 / 45RFE / 545RFE / 68RFE

22771-04k

 Sonnax #22771-04K 

727 / 904 / 42 / 46RH / 46RE / 47RE / 48RE  Transmission

Common complaints with Chrysler RWD units are shift timing concerns, throttle buzz, poor kickdown and / or early upshifts caused by throttle valve and bore wear. When only the valves are worn, Sonnax’s drop-in replacement valve kit, #22771-03K addresses these issues. However, when these complaints are caused by bore wear, the valve body typically has to be scrapped. Sonnax offers an oversized TV repair kit, #22771-04K to salvage the valve body and restore throttle valve control by oversizing the bore and replacing the valve with an oversized version that restores proper clearances. Both Sonnax kits have been revised to work in all year models, including the 2005-up OEM units with a “motorized” style linkage. MUST USE F-22771-TL REAMER BELOW. Cost $44.00

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Features & Benefits

• Throttle plunger, sleeve, and throttle valve are made from hardened steel for better wear resistance and to minimize damage from linkage contact and buzz.
• Kit includes three shims and an alternative TV spring to allow adjustment and tuning of TV pressure.
• Allows salvage of valve bodies with worn TV bores.
• Kit is now designed to work in all models, including the 2005-up OEM units with a “motorized” style linkage.

 

Sonnax Reamer

#F-22771-TL. Reamer for above sleeve kit. Cost $202.00

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Dodge RWD Neutral Safety Backup Insulator Service Kit. Sonnax offers two neutral safety backup insulator service kits 22229-03 and 22229-07K which replace missing, cracked or broken insulators and eliminate the chance of returning fatigued or brittle OE parts to service.

3 Wire 22229-03
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5 Wire 22229-07K
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Features & Benefits

• Direct replacement, no special tools required

• Securely fastens to the detent lever (rooster comb) with a 1/8" diameter steel pop rivet

• Eliminates searching through cores for a usable detent lever

 

 

 

 

 

 

 

 

 

 

 

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

Reamer Kit #518SLR
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Ball Kit #518SLB
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45RFE - 545RFE - 68RFE Line Pressure Booster

#45LPB / #68LPB. This family of transmissions uses a full range line pressure sensor mounted on the outside of the transmission for "closed loop" line pressure control. Due to this system, traditional methods of raising line pressure by changing the PR spring or valves have no effect. This Line Pressure Booster alters the pressure signal sent to the computer causing the computer to raise line pressure. The 68RFE has a 10-15 PSI increase and the 45RFE and 545RFE has a 15-30 PSI increase. Higher line pressure increases clutch holding power and torque capacity. Changes in shift feel will be noticed mostly under aggressive driving or loaded conditions. This part is ideal for heavy duty and modified vehicles and even stock transmissions when a little extra pressure is desired. No other modifications are required. The Line Pressure Booster installs between the pressure sensor and vehicle harness using OEM style sealed connectors. Simply unplug the vehicle harness and reconnect with one of these parts. (44957-LB2, 44957-LB1) Cost $49.00

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Transmission Type

Features & Benefits

• Increased line pressure

• Increased clutch clamping force and torque capacity

• Installs on outside of transmission

• Easy plug and play installation

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

 

 

 

 

 

 

 

 

 

 

 

 

#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. (22121B-01) Cost $777.00

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#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. (22827-01) Cost $28.00

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#618S. 500 / 518 / 618 performance 3-4 accumulator spring. This spring will give you a firm 3-4 shift into overdrive. (12861-01) Cost $7.00

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#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. (22912B) Cost $19.00

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#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. (22771-HDK3) Cost $38.00

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 Product Line Part Summary

 

 

 

 

 

 

 

 

#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. (22912) Cost $19.00

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#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. (SC-46/47RHE) Cost $152.00

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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 . (22771A-01) Cost $15.00

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#7. In Chrysler RWD units, the cooler/converter charge circuit is not opened until the pressure regulator valve moves far enough to flow oil. The industry ?fix? of drilling a small orifice between line pressure and cooler circuit ensures fluid to the converter/lube circuit, but the hole also increases the converter drainback problem because ATF can drain out through the orifice when the engine is turned off.

*Note: Valves are designed for all '94 and later RWD 42-47RE Chryslers but can be used in '78 & up A904 & A727 units with TCC when the original valve design matches the Sonnax valve. (22771A-02K) Cost $45.00

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  • Pressure regulator valve 2271A-02K is designed with an internal check valve that allows oil to flow into the converter charge circuit as soon as vehicle is started.
  • Internal valve shuts down once line pressure reaches normal levels.
  • With engine off, check valve prevents fluid from draining out of orifice, reducing converter drainback.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#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. (22771-09) Cost $20.00

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#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. (22771-14K) Cost $45.00

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

  

 

 

 

 

 

 

 

 

 

 

 

 Product Line Part Summary

#C16. 42RH / 46RH only, torrington thrust bearing kit. All bearings have a reasonable service life of 100,000 to 200,000 miles. Always replace high mileage bearings. Includes # 518TB below. (SBK-C16) Cost $56.00

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#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. (12860-01K) Cost $19.00

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#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. (22754N-01K) Cost $82.00

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#8S2. It is often difficult to reduce the total transmission endplay in some 727, 46 or 47RH / RE transmissions. Excessive total and / or rear unit endplay is often the result of gear, snap ring and / or spline wear. Rear unit endplay can be difficult to reduce with available selective washers. When rear unit endplay is loose the total unit endplay measurement is excessive also. Sonnax offers a .010" shim which is installed between the OEM thrust washer and the rear planetary. Ten shims per bag. Will not fit 48RE transmissions. Cost $13.00

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12783-01K is a 42RH, 42RE, 46RE, 46RH, 47RH, 47RE overdrive set up shim kit  

 

 

 

 

 

 

 

 

#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. (12783-01K) Cost $7.00

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_DSC1786.JPG (111032 bytes)  #3A4. New Dodge 4 Ring Billet Aluminum Accumulator Piston. Fits 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 500 / 727 / 904. OE plastic accumulators are prone to breaking and have poor sealing qualities. Metal rings currently offered with aftermarket accumulators have issues with sealing as well. PATC now offers a dual seal accumulator piston with 2 Teflon and 2 D-rings. The Teflon seal will prevent piston to bore contact and the D-ring seal will vastly improve sealing compared to steel rings currently offered by the aftermarket. Introductory Price (22841-04K) Cost $39.00

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Sonnax_16%.jpg (35701 bytes)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#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. (22301B-01K) Cost $73.00

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  • 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
_DSC2088.JPG (78080 bytes)
_DSC2094.JPG (236235 bytes)
Dodge_Servo_Seals_2.jpg (80964 bytes) #RED16SK. Seal Kit for #518RED16 above. Cost $8.00
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_DSC2651.JPG (17594 bytes)

  

 

 

 

#518SSB. The stator support bushing in 618 / 47RH /47RE / 48RE transmissions can wear out allowing forward clutch oil to cross leak into TCC release oil circuits. This can lead to TCC slip, forward clutch failure and damage to the sealing rings and stator tube. This heavy duty Sonnax replacement bushing will help you avoid these problems. (22005A-01K) Cost $3.00

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Combo Performance Master Kits - Save Money Here

 

4T65E / POWERGLIDE

#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. (84754-40K) Cost $19.00

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#6T. Reamer kit for #6 valve. (84754-TL2) Cost $124.00

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#1. Powerglide Magnum Clutch Hub. This hub will hold up to ten .060" clutches. (28304-01) Cost $48.99

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 28304-01 Powerglide forward clutch hub extra capacity.

#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. (28755-01K) Cost $549.00

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Performance Transmissions and Parts
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Additional Sonnax Transmission Parts    Back to Main Index Page    CONTACT

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.