Performance Transmissions and Parts
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Important 700R4 / 4L60E Transmission Information
Before you buy a 700R4 / 4L60E transmission read this.
Thin blue, red, high energy or brown clutches used with thin steels in the 700R4 / 4L60E 3-4 clutch pack will not hold up in a performance / heavy duty 700R4 transmission with over 400 horse power. The reason being the thin steel plates warp up from the extreme heat then the thin clutches burn up. The thin steel plates will not dissipate the heat fast enough. The problem is a combination of thin and narrow design of the steel plates. Thin red clutches used with thin steels work well in all transmissions, but not in the 700R4 transmission 3-4 clutch pack with high horse power. For these reasons we only use the more expensive Raybestos Blue Plate Special clutches with full thickness steels or Alto Red Eagle clutches with full thickness Kolene steels in our level 3 and 4, 700 Raptor transmission 3-4 clutch packs. Eight clutches are the maximum number you can use in the 3-4 clutch pack with full thickness steels. Nine clutches used with thin steels will not work with over 400 horse power.
Wide bands will not work in a performance / heavy duty 700R4 / 4L60E transmission unless used with a new reverse input drum because they burn on the two outer edges. For this reason we only use the Alto Carbonite PowerBand in the standard width on our level 2, 3 and 4, 700 Raptor transmissions or the Alto wide Power Bands with a new drum. The Alto Carbonite PowerBand in the standard width is custom made for PATC with thick anchors on both ends. Even a used drum that looks perfect will not work. Some have machined the drum in an effort to give the wide band a flat surface to ride on. This only weakens the drum and makes it cup worse the next time. The extra wide Alto Power Bands are the best and work great if used with a new drum.
We use OEM (new) 5 pinion 700R4 / 4L60E rear planet gears that cost us five times as much as the weak off brand 5 pinion rear planet gears. What's the reason we do this, you say. The off brand planet gears are made of weak steel and crack like glass. The OEM gears are made of powdered metal, which GM claims allows for a higher overall strength. After market 5 pinion planet gears aren't as strong as OEM 4 pinion planet gears. We use two new OEM 5 pinion planet gears in our top of the line level 4, 700 Mega Raptor transmissions. If you didn't pay over $250.00 for your 5 pinion rear planet gear it's not the real OEM 5 pinion planet gear.
Accumulator Springs: There are companies out there building performance 700R4 / 4L60E transmissions without accumulator springs in an effort to get crash bang shifts. An accumulator is a shock absorber to keep from breaking parts and makes for a better shift feel. It's possible to get firm fast shifts without removing the shock absorbers and drilling the separator plate holes out too big. Anybody can build a transmission with hard shifts without any more holding power than a stock transmission. Beware of homemade shift kits! What you want is firm / fast shifts not hard / harsh shifts. Hard shifts don't equal holding power. Holding power and firm fast shifts come from using the proper combination of clutches, bands, hard parts and pressures.
Conclusion: Don't buy a 700R4 / 4L60E transmission with any of the above parts that have been proven not to work over time. If the above parts wont work for us how could they possibly work for you? Some of the above parts might work in light duty use with a stock motor. You want the good parts that have been proven to last.
You be the judge. 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. We have been building performance / heavy duty 700R4 transmissions for 16 years and have tried and tested every performance 700R4 / 4L60E part and combination of parts that there ever was. We have shipped these transmissions all over the world. We know what works and what doesn't. I've been in the transmission business since 1958 and the people in this company have a combined transmission experience of 160 years. Regardless if you believe what you read on this page or not this knowledge comes from my over 50 years of experience working on cars. We don't just use the good parts, we're an Authorized Distributor for them, Sonnax, Alto, Superior, Fairbanks, PML, TCS, Delco, Midwest and many others. Most of the performance 700R4 companies out there have no idea what works and what will not. It takes many years and thousands of 700R4 performance rebuilds to get this knowledge.
We are the original, not a copy cat. Many others try to copy us. We use the better 700R4 parts in the correct combination that will work together. If you see someone selling performance / heavy duty 700R4 transmissions with Corvette servos, counterfeit Raptor Drive kits, 9 count 3-4 clutch sets, home made wiz bang shift kits, performance 700R4 torque converters with a Kevlar clutch, after market 5 pinion planet gears, 3-4 up-shift sleeves or using wide bands on used / redone drums, run don't walk in the other direction. All of the above is a no-no don't do list of things that will not work. Maybe I shouldn't have written this, it gives away too many hard learned secrets. If you think these things will work in a 700R4 performance application maybe I can interest you in some snake oil or a game of three card Monte. Some of this junk will work with a stock motor in light duty use. A 700R4 performance transmission is the hardest transmission in the world to get the correct combination of parts that will work together and last. It has taken us many years to find the correct combinations. We don't sell transmissions on Ebay, we don't need to. The people who buy our 700R4 transmissions want the real 700 Raptor transmission, the original not a cheap copy.
Some have made things appear hard to do, such as cooling lines and throttle valve cable adjustments in an effort to sell you their expensive package to do these things. Wake up! It's even been reported to us that several 700R4 performance transmission companies are making counterfeit Raptor Drive input drums, billet 40% oversize overdrive servos and other parts. These 700R4 counterfeit parts are inferior to the real patented parts and there're several law suits pending at this time.
In an effort to make the price appear low such things as torque converters, core charges, freight fees, throttle valve cable, dip stick and tube, coolers, deep pans, T-shirts and others are usually an extra charge. Ask yourself this question. Why pay extra for everything when the transmission doesn't even have the correct combination of parts that work together in the first place? We only use a Corvette intermediate servo in our stock 700R4 transmissions. The performance intermediate servo we use in all of our level 2, 3 and 4, 700 Raptor transmissions cost us 6 times as much as a Corvette servo. We use a 50% oversize overdrive servo in all of our level 2, 3 and 4, 700 Raptor transmissions that cost 2 times as much as a 30% oversize overdrive servo. Get your moneys worth, you want the good parts.
Transmission Cooling: You must have a transmission cooler in your radiator regardless of what someone has told you for the transmission to last. Auxiliary coolers are just that, in addition to. Water cools 32 times better (faster) than air always, period. In the case of air vs. water, there is no contest - water is way better. The transmission fluid comes directly from the torque converter at a much higher temperature than the water in your radiator and is cooled to the water temperature fast. Then it goes to the auxiliary cooler to be cooled far below the water temperature. If you don't need a cooler in your radiator why does GM spend all that money doing so? If you wanted to cool a red hot piece of steel fast would you stick it in water or air, see the point. Your transmission will run cooler with a lock-up converter. This is more important with stall speeds of 2000 RPM or higher. For the best cooling you need both water and air cooling for the transmission to be cooler than the motor (water).
When comparing transmission prices, know what you're actually getting. Some companies don't list what parts are in their performance transmissions at all and other companies have a long list of parts for their performance transmissions that should be included in a stock rebuilt transmission anyway. They leave most of the high dollar parts out. There's even a new Florida performance 700R4 transmission company out there that has a chart comparing the price of our level 4, 700R4 transmission to their performance 700R4 transmission that might be equal to our level 1 or 2 transmission on a good day. Oh, and they forgot to add the core charge to their price on the chart. This is the old apples and oranges trick. We got a quote from them and by the time they added all of the upgrades the price was higher than our level 4 700 Mega Raptor transmission. They claim to be an Authorized Distributor for many parts manufactures, they aren't. They may use some of these parts in their transmissions, but they aren't an Authorized Distributor. They claim to be able to buy parts for less than other performance 700R4 companies, this is pure bull. They now say on their site that their transmission is infamous. I looked this up and the definitions are: (1) Having a reputation of the worst kind. (2) Convicted of an offence bringing infamy. They claim to scare the competition, it's you the buyer that should be scared about these low ball tactics without the good parts. This same company says on their website not to use a transmission cooler in the radiator, showing a complete misunderstanding of how transmission cooling works. They have now changed their name to look more like our name. We researched their phone number and got the address, then went to Google to see a picture of that address from space and it's a house, go figure.
Toll Free Transmission Orders 1-888-2012066
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hree 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.
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 t
1991 - Started building performance 700R4 transmissions on a local basis.
1999 - Developed a true high performance 700R4 transmission known as the 700 Raptor and sold on the Internet. Every year stronger parts are added to this transmission as they're developed. Today this is the transmission of choice for Street Rods. As of now three to four thousand people visit one of our performance transmission websites everyday making PATC the number one performance transmission destination on the Internet. www.transmissionhead.com
2001 - Developed a non-electronic 4R70W transmission by placing a total 4R70W transmission in an AOD transmission case. This transmission is known as the A O Dominator and can handle seven hundred and fifty horse power. Now you can have all of the advantages of a late model overdrive transmission without using a computer. This transmission can be ordered with AODE or 4R70W gears. www.transmissioncenter.net/aode.htm
2002 - Developed a high performance, full manual shift, non-electronic 4L80E transmission. This transmission is known as the Quadzilla and is good for at least twelve hundred horse power. This transmission was needed because as time goes on motors are being built with more and more power. This GM transmission can also be installed on a Ford big block motor. These and our other performance / heavy duty transmissions are shipped all over the world. This year the transmission performance parts department moved into it's new building. www.transmissioncenter.net/4L80E.htm
2003 - Developed a complete kit to convert 1998 to 2002 F-Body cars with LS1 motors and 4L60E transmissions to TH400 transmissions. This was needed because the power levels of the LS1 motor had exceeded the ability of even the strongest 4L60E transmission to handle. This kit comes complete with a 7 bolt bell housing bolt pattern on a TH400 transmission. www.transmissioncenter.net/350_or_400_high_performance.htm
2004 - PATC helped in the development of the drive train for the Dobbertin HydroCar project. This will be the worlds fastest HydroCar. The HydroCar has a 4L80E transmission. www.dobbertinhydrocar.com
2004 - Developed a non-electronic A518 transmission that works without the use of a computer or toggle switch for overdrive and converter lock-up. Up until then people would shift into overdrive with a toggle switch. This was needed to convert three speed transmissions to overdrives without driving down the street flipping a switch on and off. This year our performance transmission parts department had to be expanded to twice the square footage. www.transmissioncenter.net/SwapInformation.htm
Article about PATC's 727 to 518 innovation in the July 2006 issue of Hemmings Muscle Machines page 108.
2004 - Developed the Combo Kit. Save on these kits by buying in combination for a quantity discount. This is a way to buy performance automatic transmission parts in a package deal, all at the same time, at a discount. You can add additional parts to the Combo Kit at the same discount rate, if bought at the same time for the same type transmission.
2005 - Developed an adapter kit to convert late model, four wheel drive, GM 4L60E transmissions to 4L80E transmissions. This was needed because a 4WD, LS1 type, supercharged Tahoe can eat a 4L60E transmission for lunch. A built 4L80E transmission is twice a strong as a built 4L60E transmission. This transmission with lock-up torque converter can handle one thousand horse power. Swap your 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. You can use the computer you have now on 1998 up models with the use of our #10X wiring harness. The transfer case you have now can be used as is and will be moved 1 3/4 inches to the rear. www.transmissioncenter.net/4L80E.htm
2005 - Another PATC first. Developed a 245MM torque converter for 3.8L GM L67 supercharged motors with the 4T65E-HD transmission. This torque converter can be used with the stock L67 flywheel without the need to drill new torque converter bolt holes in the flywheel. Bolt the smaller 245MM torque converter to the existing flywheel without any changes. Stall speeds of 2200 to 4000 RPM can be ordered. The larger converter bolt circle is built right on the smaller converter. This is done with an adapter ring built onto the torque converter. Up until 3-18-2005 new converter bolt holes had to be drilled in the flywheel that was built for the 258MM converter. www.transmissioncenter.net/alto_2.htm
2005 - Developed ways to convert 46RH / RE, 47RH / RE transmissions to high performance / heavy duty 48RE transmissions. This is accomplished by using 48RE internal hard parts in conjunction with other extreme duty parts. We offer this level 4, 48RE / RH transmission in both gas or diesel models. This transmission is known as the Ramzilla. The gas 48RE / RH transmission has a 10 inch billet lock-up torque converter. www.transmissioncenter.net/dodge.htm
2005 - Developed a C6 Low Drag / Wide Ratio planet gear set that will work with an Alto wide Power Band. Other wide ratio gear sets of this kind will not work with a wide band. www.transmissioncenter.net/C4_C6.htm
2005 - Helped develop an adapter to install a billet high stall torque converter on a 2005 up SRT10 Dodge with a Viper motor and 48RE transmission. This is a 10 inch converter with a 12 inch clutch instead of a 13 1/2 inch Viper converter. www.transmissioncenter.net/dodge.htm
2006 - At this time we have several Extreme Duty parts under development that will bring 700R4 / 4L60E transmissions to the next level. At some point in the near future we'll be able to build a 700R4 / 4E60E transmission capable of handling 968 foot pounds of torque. www.transmissionhead.com
2006 - 4L80E in C4 Corvette Adapter Kit (1984 - 1996). Swap your 700R4 / 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. At this time we have in development an adapter kit for the C4 Corvette to replace your 700R4 / 4L60E transmission with the much stronger 4L80E transmission. This 4L80E transmission will be the same length as your 700R4 / 4L60E transmission making it possible to reuse your existing 27 spline driveshaft and C-beam. This is the worlds first 700R4 / 4L60E to 4L80E swap direct replacement. All that needs to be changed on the 4L80E transmission is the tail housing and output shaft. The full manual shift model works without a computer. www.transmissioncenter.net/4L80E.htm
2006 - Developed a full line of Alto Red Eagle Power Packs for Dodge RWD transmissions. www.transmissioncenter.net/dodge.htm
2007 - Developed an adapter and output shaft to install a GM 4L80E transmission in a 4WD Dodge truck. This was needed as a companion to the Cummins 4BT / 6BT to Chevy 4L80E / 700R4 / 4L60E / TH400 transmission adapter we sell. The Cummins to GM adapter must be used as a set with the Cummins to GM billet flexplate. www.transmissioncenter.net/4l80e.htm
2007 - Developed an inexpensive heavy-duty conversion crossmember for 1967- 1981 F-Body Camaro / Firebird and 1968 - 1974 X-Body cars. These crossmembers are made for TH400, 700R4, 4L80E, 200-4R and early 4L60E transmissions. Made from 1 5/8 inch thick wall round tubing. These crossmembers will except up to a 3" exhaust pipe. After the crossmember is installed it can be removed and replaced with two bolts. Comes with 2 mounting brackets, 2 grade eight bolts and 2 lock nuts. www.transmissioncenter.net/raptor_x_crossmember.htm
2007 - Developed a performance torque converter for 2005 up 4 Liter V6 Mustangs with the 5R55S transmission. This converter will stall at 3000 RPM and has all bearing construction, furnace brazed fins plus a carbon fiber clutch lining. No trade-in on this one. In the past you had to send your torque converter in to be redone, no more. Be one of the first to own this hot V6 stall converter. You'll feel a big difference on the first take off. This torque converter comes with a new OEM pre-drilled flexplate as a two piece set. This torque converter will lower your 60 foot time .2 seconds and the 1/4 mile time by .5 seconds. The competitions 3000 stall speed converter was tested in the 1/4 mile then removed, and a PATC 3000 stall speed converter was installed and tested, resulting in a .2 second lower time in the 1/4 mile. This was due to the PATC converter being a smaller diameter than stock. No down time, keep your old stock converter. No core charge. Can be special ordered in stall speeds of 2000 to 3500. Dollar for dollar this converter will do more for your time than any other part. http://www.transmissioncenter.org/5r55s_mustang_v6.htm
700R4 / 4L60E "Power Gear"
2008 / 2009 - "The Next Big Thing". PATC has developed a new 6 pinion planet gear set for 700R4 / 4L60E transmissions. This will be the biggest thing in 700R4 advancements in years. These will have a 2.84 to 1 first gear, 1.56 to 1 second gear, 1 to 1 third gear and .70 to 1 overdrive ratio. This close ratio 700R4 gear set will have a 11.72% less RPM drop between 1st and 2nd than the wide (stock) ratio gear set. In other words the close ratio gear set will only have 88.28% as much RPM drop as the wide ratio gear set. This is what people have been asking for, for years. These will work on any 4L60E type transmission without a gear ratio error code, if the PCM is modified. The carrier is made from E4340 billet steel and the pinion gears are 9310 steel. With the billet sun gear made from 9310M steel. This gear set is used to reduce torque multiplication / rotating speed in the transmission in first gear. This improves track applications that overpower the rear tires upon launch. This is common with numerically high final drive ratios. Now you will have a choice between the wide ratio or the new close ratio gear sets. In first gear this close ratio gear set has a 7.2% numerically lower final drive ratio. It has been reported that the 2.84 gear set could lower your quarter mile time as much as 4/10 of a second over the 3.06 gear set. This gear set has been in research and development for over one year. You might ask why 6 pinion gears. The answer is because high horse power motors can eat the small needle bearings up in the pinion gears. The solution is to spread the load over 50% more needle bearings and at the same time building the planet gear set out of a higher grade steel. The first 50 are in production now and the approximate release date is May 2009. We have finished the testing in our test truck with the following findings. The gear noise in manual low is reduced by at least 50% compared to a stock OEM planet gear and at full throttle there was no noticeable power drop on the 1st to 2nd shift. Testing will begin later this week in an 1100 horse power C5 Corvette. The car runs 9.56 seconds now. Nothing will be changed but the front planet gear then tested to see the difference. Testing should be completed by 6-1-2009.
Here are the test results from the weekend of May 30-31, 2009. Both where run for the base time then nothing was changed but the front six pinion planet gear then retested to determine the time difference.
The first car is a C5 Corvette with an 1100 horse power blower motor. The best time with the factory planet gear was 9.56 and the time with the new 2.84 six pinion planet gear was 9.25. This is a whopping 3/10 of a second faster in the quarter mile. The time would have been even better if the 3-4 clutch wouldn't have been slipping. Perhaps as much as 1/2 second better then the factory gear ratio.
The second test was with a 460 horse power all-wheel-drive Chevy Cyclone. The best time with the factory planet gear was 13.10 and the time with the new 2.84 six pinion planet gear was 12.90. This is a whopping 2/10 of a second faster in the quarter mile. There was 300 to 400 less RPM drop on the 1-2 shift with the new gear ratio. This truck didn't have a problem with tire spin on take off because it has all -wheel-drive. The 2/10 of a second was picked up on gear ratio change only, not on take off.
Update 6-3-2009: Three more reports have come in with 3/10 of a second or more off of their E. T..
This gear was built for the 1982 on GM 700R4 family of transmissions only, that includes the 700R4, 4L60, 4L60E, 4L65E and 4L70E model numbers. For drag racing purposes the 700R4 has too large of a gear ratio spread between first gear and second gear resulting in too large of a RPM drop between gears resulting in a large torque drop (loss). With the new 2.84 gear (1st gear ratio) there is approximately 500 less of a RPM drop on the first to second full throttle shift depending on the RPM of the 1-2 shift point. This gear change also results in a 4% less RPM drop upon the second (intermediate gear) to third (direct drive, 1 to 1 ratio) shift.
The purpose of this gear is keep the torque at a higher point on the torque curve when shifted to second gear from first gear resulting in a faster elapsed time in a quarter mile. The front planet gear controls the gear ratios of first and second gear. The 2.84 to 1 gear ratio in first is accomplished by using a larger diameter sun gear and a smaller diameter pinion gears. At the same time the pinion gear carrier and the sun gear are made from a higher grade steel to handle motors with higher horse power and torque levels. In addition one or two additional pinion gears are added (total of six) to spread the load (torque) over a larger area and to accommodate more pinion gear needle bearings. (The OEM stock front planet gear set has 4 or 5 pinion gears.)
In testing it was found to result in at least a 3/10 second improvement in elapsed time in two wheel drive cars and at least a 2/10 second improvement in elapsed time in all wheel drive cars. As an added bonus the 2.84 first gear ratio has less tire spin that the 3.06 original equipment first gear ratio making 2WD cars faster on take off. For the purposes of the 700R4 transmission the 2.84 gears set would be called the close ratio gear set and the 3.06 original equipment first gear ratio would be the wide ratio gear set. A wide ratio gear set would be better for towing and a close ratio gear set would be better for racing. There are other transmissions with 2.84 first gear ratios or six pinion gears but not for the 700R4 family of transmissions.
|Transmission Ratios||1st to 2nd Ratio Drop||1st Gear||2nd Gear||3rd Gear||4th Gear OD|
|700R4 / 4L60E with PATC close ratio gear set. Low geared 1st with 11.72% less 1st to 2nd RPM drop than the wide ratio gear set. This is the same ratio as a 4R70W transmission.||1.28||2.84||1.56||1||0.70|
|700R4 / 4L60E||1.43||3.06||1.63||1||0.70|
2010 - Developed the answer to a 2005 up 48RE broken case replacement. Now you can use an earlier model case on a 2005 up 48RE transmission with an electronic throttle valve actuator. The 2005 up 48RE cases sell in the $500.00 range. www.transmissioncenter.net/dodge.htm
2010 - Developed a 47RE / 48RE Bellhousing Spacer. Due to the many aftermarket torque converters and aftermarket flexplates on the market, sometimes the correct clearance between the torque converter and flexplate can't be obtained. This spacer is just less than 1/8 inch thick and comes with two new extended dowel pins. This part is the answer to a long standing problem. www.transmissioncenter.net/dodge.htm
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.
Features and Benefits
Fully welded impeller and turbine vane section
Hand tig welded turbine and pump fins and rivets
Upgraded custom machined stators
Upgraded oversized high load thrust bearings in place of the plastic thrust washers
New spring and rollers
Our Mixed-Flow stator works perfectly with our Viskus Clutch drive maximizing torque multiplication
Very large balloon plate
Why buy your next converter from PATC?
We just don't settle, with anything, period. When you surf the web you will find a lot of companies selling torque converters. Did you ever ask yourself what sets one company apart from the other? Why would I buy a Torque Converter from Company A vs. Company B? We want to show you why. Pictured on the left you will see some pictures, I invite your to click on each one. What you will notice is that each individual fin is Tig Welded and Furnace Brazed. The current industry standard is to only Furnace Braze the fins. The term “brazing” can be applied to any process which joins metals (of the same or dissimilar composition) through the use of heat and a filler metal with a melting temperature above 840° F, but below the melting point of the metals being joined. A successfully brazed joint often results in a metallurgical bond that is generally as strong or stronger than the base metals being joined. The reasoning behind this modification in Torque Converters is because now the joints become incredibly rigid which actually promotes fin stability, not allowing the fins to move. Furnace Brazing also allows this filler to flow into the crevices that cannot be reached when Tig welding.
Tig welding in conjunction with the Furnace Brazing now gives us another level of reliability. When we tig weld these fins we are essentially pulling and joining the metals as one. This bond also seals the fin channels ensuring no fluid passes underneath the fin. When fluid passes through the underneath side of the fin while its moving through the fin channel you lose fluid velocity. The action also disturbs the the fluid dynamic as it flows through the channel, changing the effect of the fluid hitting the converter stator itself. This velocity loss will ALWAYS result in a loss of torque multiplication. We don't stop here, We also tig weld each rivet on the turbine hub. Our converters also include new Torrington thrust bearings throughout. The custom machined stators feature a billet stator cap and new spring and rollers.
When you combine these two steps with our oversized balloon plate or billet cover, with our upgraded torque converter clutch friction material. The fact that every single one of our converters are hand built to your vehicles exact specifications and you have the best converter offered in the industry today. When building our custom made converters special attention is made to your vehicle's specifications. We take into account Camshaft duration, gear ratio, tire size, compression ratio, turbo map, ect. An off the shelf converter fits about like an off the the shelf suit. It will get you out of a pinch but will never look and feel as good as a custom tailored one.
This converter is set-up for 2000 horse power with a billet 6 bolt cover. Call us today and let us get you rolling in the right direction.
PATC Torque Converter Build Process
All PATC performance torque converters are manufactured in-house. This is some of the machinery in our torque converter shop. For a limited time PATC is looking for torque converter Dealers. Call Fred at 1-888-8771008 or Blake at 1-888-2012066 for details. For a small buy-in you can get large discounts on torque converters. Main Torque Converter Page Click Here.
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