300M Input Shaft, 700R4 Hardened Output Shafts


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Hardened Shafts and Drums

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#1TWS and #2TWS. In our extensive testing with the 6L80E / 6L90E transmissions we have observed repeated shaft failure at the joint between the shaft and drum. Reinforcement of the area will eliminate the problem. We TIG weld the two shafts in this weak area. Cost for both 6L80E or 6L90E shafts $499.00.

Return your old 6L80E / 6L90E shafts in perfect condition for a $200.00 refund.

#1TWS 6L80E

#2TWS 6L90E

Available for both 6L80E and 6L90E.

#6L80S and #6L90S. Cost $740.00

Developed as a stronger replacement for the problematic failure of the OEM shaft when high horsepower, superchargers and turbos are used.

#6L80S 6L80E

#6L90S 6L90E

Eliminated Hub Dampener with increased contact area between the hub and shaft by 300%.
Made from 300M alloy steel and heat treated for additional strength and durability.
Heavy duty Torrington bearing with double the roller count of the OEM bearing.
Design also incorporates the locating groove for the OEM bearing.
This shaft is a 100% drop-in item.

6L80E 4-5-6 Clutch Power Hub
#6L80EPH. 6L80E 4-5-6 Clutch Power Hub, Alto Red Eagle Power Pack and Billet Intermediate Shaft. This hub allows for 100% more clutch apply area over stock, 100% more thrust bearing rollers, 150% more lube holes, 29% more inner clutch spline contact area over stock, thick apply plates and a very large Alto Red Eagle Power Pack is included. The Power Pack has 33% more clutches than stock and the lining is 50% wider than stock resulting in 100% more clutch lining area. Combine this with better clutch material and higher pressure and that equals way over 100% more clutch holding power. This isn't the Power Pack listed above. Call Blake to order at 1-888-2012066. Call for availability, these are moving fast! Cost $1300.00
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PATC is proud to bring you our newest 6L80E transmission improvement. When the 6L80E / 6L90E was first released we knew the possibilities were endless. We actually made the decision to purchase 2 new test vehicles to help us develop this transmission, a 2011 AWD GMC Denali and a 2012 Camano 2SS. There are 8 major improvements in our new power hub versus the factory hub. We spared no expense on this one. We started our design by eliminating the clutch hub dampener. This increased the contact area between the shaft and hub by 300%. We then designed our shaft out of 300M billet alloy steel, proceeded by heat treatment for added strength. This also ensures that the splines on the shaft have no chance of twisting off or breaking with heavy shock loads. This makes it ideal for hard launches at the track on big boost motors. The hub is made from 4340 HTSR (Heat Treated Stress Relieved) steel, we then have a Zinc Chromate coating applied for increased durability. This is where things start getting really sweet. We have a redesigned Torrington thrust bearing that has 100% more roller bearings than the factory one.

There are also 150% more oil lubes holes on the hub itself. The inside clutch hub corner has a very large radius machined in versus the factory 90 degree angle. What make this really sweet though is the fact we have machined this one piece billet steel hub to accept a Powerglide clutch. This really opened the door for already race proven clutch material and set-ups that we know works, and yes we have developed a Power Pack for this that is turning the world on it's ear yet again. We have the most complete and well designed solutions for this shaft and clutches on the market. This was engineered in collaboration with engineers from 2 different race industry manufactures. We know this works and have the scientific evidence to back it up.

6L80E 4-5-6 Powerglide Upgrade key Features and Benifits:
By eliminating the clutch hub dampener we have increased our spline contact area between the shaft and hub by over 300%. We designed our shaft out of 300M billet alloy steel, then it is heat treated for added strength. The hub was made from 4340 HTSR (Heat Treated Stress Relieved) steel, we then have a Zinc Chromate coating applied for increased durability.		We redesigned the Torrington thrust bearing to have 200% more roller bearings than the factory one. 150% more oil lubes holes on the hub itself. Machined this one piece billet steel hub to accept a Powerglide clutch.

Our newest design to the 4-5-6 Power Pack is no accident. This is an evolution of over 4 years of research and development with a 8 man design team consisting of 3 engineers, and 5 industry leading R&D Technicians with over 100 years combined transmission experience. In our design process we have used and tested this 6L80E Power Pack using 4 completely different friction materials, 6 different thickness steels, and used 3 different clutch counts. This research was done both in house on our transmission dyno and on our 2 test vehicles and in conjunction with several different race teams. In our test vehicles we experimented with different approaches and set-ups for both the AWD Denali and the Chevy Camaro. We did this to observe the differences in wear rates between a 3700lb car and a 6400lb SUV. Fast forward 2 years and many, many gallons of transmission fluid later we have a product that has been tested with several race teams in both of our test vehicles and on our dyno. This combo does not cone when increased pressures are applied and holds extremely well. We have entertained in this process changing out the apply piston for a wider base, which there are a few attempting this, but in investigating this our engineer's found that you are sacrificing the amount of release oil than can be applied, because of the smaller surface area. In the high performance transmission world everyone knows the release is just as important as the apply. You want no drag during shift change. In the picture below you can see the new clutch plate is 50% wider than the the stock size 6L80E clutch plate.

We experimented with many types of clutch material over the past three years. But when teardown time came it was obvious that the Alto Red Eagle friction material provided better wear characteristics than this generation of the Carbonite friction material. The deciding factor was in the final stage of thermograph testing that indicated a slightly lower temperature at sustained high RPM's. This redesigned Power Pack will hold 8 frictions and 7 thick heat treated Kolene steels. We know if you go too thin on the steels they will not be able to dissipate the heat and warp up.

On the left we have a picture of the stock size 4-5-6 clutch plate versus the Powerglide clutch below it. You can see the larger surface area the Powerglide clutch will yield us. There's another benefit with this clutch. It's a 2 sided friction clutch that has excellent heat dissipation properties.

PATC's 2012 Bumblebee Camaro and 2011 Denali used for testing our 6L80E Power Hub and Power Pack.

Allison Input Shaft Built to withstand everything thrown at it. Made from 9310 Steel, this input shaft is 50% stronger than the OEM shaft. Ideal for those who challenge their vehicles at work or at play. Some machine work may be required on the C1 clutch hub on 05 back units. Cost $637.00	Allison Output Shaft Built to "Compliment" the Input Shaft Made from 9310 Steel, this output shaft is 50% stronger than the OEM shaft. Cost $525.00
Hard Input Shaft Qty	Hard Output Shaft Qty

The reason for the machine work on the C1 clutch hub is the early / smaller thrust bearing needs to be upgraded to the larger late model thrust bearing anyway. A new larger thrust bearing and instructions come with the input shaft.

#109700 Allison Billet main shaft. As the Duramax power level continues to go through the roof, PATC has been proactive to keeping up with the increasing demands. PATC is proud to announce our latest development, our new Billet Main / Intermediate shaft. This shaft is designed for extreme conditions such as: drag racing, sled pulling, Cummings 6BT conversions, Motor home conversions, and heavy towing and hauling. This shaft is made from 300 Maraging steel. We have added an additional lubrication hole for the P3 sun gear and pilot. We have also gun drilled and micro polished the through hole of this shaft. This modification also eliminates internal stress risers. This is the absolute best shaft available on the market today. A must for heavy load applications. Cost $475.00
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Key Features

Shaft is machined from 300 Maraging Steel (Vascomax). This is a High Nickel Steel that is almost Carbon free
Heat Treatment is "age" hardened and air quenched.
Age hardened material is extremely stable, shrinkage is @ .001 and there is absolutely no deflection or bending
The yield point of 300 Maraging Steel is 294,000 lbs per square inch vs. 243,000 lbs per square inch used in others 300M shafts
This material is used when extreme torque and loads are experienced. Such as sled pulling or towing heavy loads.
Due to the fact that 300 Maraging Steel cost 3 times the amount of 300M very few manufactures use this material.
We have added an additional feature adding a lubrication hole for the P3 sun gear and pilot.
The shaft through hole is gun drilled and micro polished, eliminating internal stress risers.

#C6FB. C6 / E4OD / 4R100 Forward Clutch Drum

Manufactured from 4140 Heat Treated Steel for ULTIMATE STRENGTH.

This drum is the ideal replacement for the OEM drum and is made specifically for EXTREME APPLICATIONS such as - Diesel, Off-Road and Drag Racing. Cost $743.00
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#54X. 200-4R billet shaft for the input drum. This custom made drum assembly completely eliminates shaft breakage found in high horse power applications. The factory shaft is removed and replaced with a E4340 steel shaft which is welded, ground and resplined. Left Click to Enlarge. Cost $464.00
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#54. 200-4R hardened input drum and shaft (Below). Cost $198.00
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#84. 200-4R 300M input shaft. This indestructible shaft eliminates breakage commonly found in high horse power application. Cost $337.00
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#54P2. 200-4R Overdrive Planet Gear. This gear has a billet hub installed then the entire gear is hardened. This custom gear assembly eliminates spline and fatigue failure common with 2004R transmissions installed behind engines producing over 400 foot pounds of torque. The factory flange are removed and replaced with a CNC machined E4340 steel billet flange. The old pinion gears are reused. Cost $292.00
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#54G. 200-4R Overdrive Internal Gear. This gear has a billet hub installed then the entire gear is hardened. This custom ring gear assembly eliminates spline and fatigue failure common with 2004R transmissions installed behind engines producing over 400 foot pounds of torque. The factory flange and broach are removed and replaced with a CNC machined E4340 steel billet flange. Cost $220.00
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#54XX. 200-4R rebuilt direct clutch drum. Cost $65.00

#4. 4L80E Hard Input Shaft. This is a must if you have nitrous. Input Shaft and Clutch Hub Upgrades Recommended if Over 500 Horse Power. This Billet Input Shaft is a 100% Bolt-In replacement for the OEM shaft. Made from 9310 Vacumelt, this shaft is vastly stronger than the OEM shaft and is a must have component for high horsepower Pro-Street and Off-Road applications. Cost $463.00
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4L80E Heavy Duty Intermediate Shaft

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

#4-2. This is an OEM 4L85E input shaft which is much harder than the original type 4L80E input shaft. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Cost $389.00
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#66B. TH400 Billet Steel Forward Drum and Heavy Duty Input Shaft. Cost $895.00

Drum is machine from solid 4140 HTSR steel
Input Shaft machined from 300 Maraging
Shaft to Drum Spline count has been increased from 30 to 35 splines for extra contact strength
Overall Drum & Input Shaft weight is 1.35 lbs lighter than the OEM drum & shaft.

#66. TH400 Input Shaft and Drum. Rated at 1500 horse power. Cost $490.00

Input shaft has been precision machined from 300 Maraging Steel - That's the same material used in aircraft landing gear componenets.

All input shaft bearing surfaces have been precision ground.

The Spline area has been increased in size by 56% to provide greater drum contact and, that equals GREATER STRENGTH.

This is a 100% BOLT IN PRODUCT - not a single modification is required.

The drum is an original unit that has been refurbished to almost better than new condition.

#66CS. TH400 Oversize Intermediate Piston and Center Support.

If your TH400 transmission is being used in high power applications e.g. Supercharged, Turbocharged, Nitrous or Mega Cubic Inch engines, you need to look at every area of the transmission to boost your performance.

The intermediate clutch apply piston has been increased in size by 9.1%. The size of the center support piston and bore is .250" larger. (stock piston is 5.617" - this piston is 5.867" diameter)

The increased diameter applies more clamping force on the second gear clutch pack, reducing the possibility of driving through the clutches as the power curve comes on strong. Cost $250.00
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#66AD. GM Turbo 400 Aluminum Forward Drum

and Billet Input Shaft. Cost $630.00

Input Shaft is Precision Machined from 300 Maraging Steel - The same material used in aircraft landing gear components.
Spline area increased in size by 56% to provide greater drum contact = GREATER STRENGTH!
The Drum is machined from Billet T6 Aluminum and can have up to 5 full thickness clutches. The use of aluminum gives this drum some serious weight reduction for those Hardcore Racing enthusiasts.

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

#68S. New TH400 replacement stator support shaft with hardened spline area. Cost $56.00
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TH400 Heavy Duty Intermediate Shaft

This TH400 Intermediate shaft is a "bolt-in" product made from 300 Maraging Steel and has been designed for High Horsepower and Off-Road use. Cost $449.00
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#68HS. TH400 Hardened Intermediate Shaft. Cost $52.00

#68A. Complete kit to replace a 4WD 700R4 transmission with a 4WD TH400 transmission. Comes with everything in black. Your transfer case must have 6 bolts. Cost $427.00

#68D. This is a TH400 output shaft with a TH350 27 tooth spline count to be used with the above TH350 to TH400 swap adapter. This shaft can be cut off shorter if you need a shorter shaft. Cost $196.00
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#68B. Adapter only to replace a 4WD 700R4 transmission with a 4WD TH400 transmission. This adapter is 2 5/8 inches long. Your transfer case must have 6 bolts. Cost $231.00
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#68C. This adapter allows you to remove a factory 4WD TH350 transmission and install a TH400 transmission on your 203 transfer case. You may need the short 32 spline TH400 output shaft above. This adapter can also be used as a replacement adapter if your TH350 adapter is broken. Will not fit a 205 transfer case. Cost $180.00
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#44X. 700R4 / 4L60E Extreme Duty reaction carrier shaft. Same as the above but better. This is our own brand (Torque Master Package). Better because it has the Beast shell instead of the GM shell. We decided to make this shaft because the GM shaft is almost impossible to get. This was the last part needed making it possible to build the entire transmission without the use of thrust washers. This reaction carrier shaft was designed for the increased torque load of the 6.0L version of the Gen III V-8, as well as Corvette's LS6 engine. Cost $153.00. Sold without the shell for $116.00

With Shell

Without Shell

Raptor

#45. Extreme Duty Raptor Drive Kit for 700R4 / 4L60E / 4L65E transmissions. This is the hot new item on the street, for high performance, towing and heavy vehicles. Twice as strong as the stock parts. Made with a new drum and shaft. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed. 700R4 / Early 4L60E Cost $420.00.

We now have the Raptor Drive package for the 1998 up late models with the LS1 type motors. Made using a new shaft and drum. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Fits 1998 up with LS1 type motors without an input speed sensor. Sold with a custom made stator support shaft, Beast shell, race, thrust bearing and piston. Comes with the Sonnax Input Drum Support Ring installed. Cost $420.00

Extreme Duty Hardened 700R4 / 4L60E / 4L65E Input Shaft and Drum, Call for Details 1-888-2012066.

Extreme Duty Hardened Reaction Shell and Bearing.

Early Type

Late LS1 Type

4L70E Hardened Input Drum

#46. Hardened Input Drum and Shaft for 2007 up with an input speed sensor. Comes complete with the Beast shell, new input drum, new 4L70E input shaft, new spring set, new bearing and spacer, race and two pistons. This kit is made using a new OEM shaft and drum without a core charge. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed. Fits 2007 up 4L70E type transmissions only with an input speed sensor. All 2007 up transmissions don't have an input speed sensor, make sure you have an input speed sensor. Notice the teeth on the input shaft for the input speed sensor. Cost $380.00
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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

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

Instructions Here

#STS1. 4L60E Billet Heat Treated Input Shaft for LS1 Type Transmissions. Cost $549.00
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* Fits: 1998 to 2002 LS1 equipped Camaro and Firebird
* 1999 to 2005 Gen III engine equipped V8 trucks including all 4L65E transmissions
* 2005 C6 Corvette

#STS2. 4L60E / 700R4 Billet Heat Treated Input Shaft for Early 4L60E / 700R4 Type Transmissions. These new Input Shafts are a must for high horsepower applications to eliminate input shaft breakage issues. Cost $549.00
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#STS3. 4L65E Hardened Input Shaft for LS1 Type Transmissions. Hardened with a special double hardening process. Made from new OEM 4L65E input shafts. Cost $89.00
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#STS4. 4L65E Input Shaft for LS1 Type Transmissions. These are new OEM 4L65E input shafts. Cost $59.00
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Twisted Shafts

#D70. New 2006 up 4L65E / 4L70E input drum with input speed sensor teeth. Starting with a high grade of steel this shaft is hardened by electric induction. This shaft is 57% harder than a standard OE shaft. Cost $169.00
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#19S-2 and #19S-3, 700R4 / 4L65E Hard Reaction Carrier Hub with Shaft. These shafts tested to a Rockwell hardness of 65. Early Cost $104.00, Late Cost $124.00

#19S-2 Early Non-Bearing Type

#19S-3 Late Bearing Type

#11A2. Rollerized 700R4 / 4L60E Reverse Input Drum, machined to receive a Torrington roller thrust bearing between the drum and pump. This will give you an all rollerized transmission when combined with the #44X rollerized reaction carrier shaft. Made using a new #11A drum. Cost $205.00
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#75. Convert your 4WD with a three speed 400 transmission and 208 transfer case to a 700R4 overdrive transmission. This Advance Adapter kit comes an one inch spacer and special output shaft. You will use your current adapter between the transmission and transfer case. Advance Adapter #50-6901. We can install this shaft when we build your 700 Raptor transmission. Cost $478.00

75X. Convert your 4WD with a three speed TH350 transmission and 203 or 205 transfer case to a 700R4 overdrive transmission. Advance Adapter #50-6900. We can install this shaft when we build your 700 Raptor transmission. We are an Advance Adapter Dealer. Cost $171.00

#L65S. Fits 4L60E / 4L65E transmissions. Starting with a high grade of steel this shaft is hardened by electric induction. This hardened output shaft is strengthened over the stock 4L60E shaft with selective shot peening, which concentrates the peening process to high-stress sections of the shaft. This shaft is 57% harder than a standard OE shaft. (Will not work on 2WD transmissions with gear driven speed sensors.) Cost, 4WD $171.00, 2WD $161.00.

2WD

4WD

Too Much Nitrous

#700M. Finally a 300M output shaft for the 700R4 transmissions. 4WD output shafts are worse about breaking than a 2WD, because the longer 2WD shaft has a torsion bar effect. This shaft uses the late type oil seal on the front end. The 4WD shaft weighs almost four pounds.

4WD Cost $539.00

2WD (OUT OF STOCK) Cost $539.00

Too Much Nitrous

#700M. Finally a 300M output shaft for the 4L60E transmissions. 4WD output shafts are worse about breaking than a 2WD, because the longer 2WD shaft has a torsion bar effect. This shaft uses the late type oil seal on the front end. The 4WD shaft weighs almost four pounds.

4WD Cost $539.00

2WD Cost $539.00

#700C5. C5 Corvette 300M Output Shaft. Cost $539.00

#PG3. Powerglide turbo spline input shaft. With this shaft you can use a TH350 and TH400 torque converter. This shaft is made from 300M steel. Cost $99.95

#6. Extreme Duty hard intermediate shaft for AODE / 4R70W transmissions. This is our own brand. This is a must for high horse power units. The big end is bad about snapping off. This is the one found in the A O Dominator. Can be added to the Interceptor transmission as an upgrade. This shaft is made from 300M material and cryogenically hardened. (If you have nitrous you need this part.) Cost $149.00
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#6X. Extreme Duty AOD hard lock-up shaft. This is a must on high horse power motors. This shaft has been known to twist and break. We manufacture our Input Shafts from 300M material. (If you have nitrous you need this part.) Cost $174.00
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#7T. AOD, 7 tooth speedometer drive gear shaft. Made for the 10 1/4 inch tail housing. We can't guarantee you will receive any one particular year over another. Used Cost $99.00
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#58. C-6 Hard Input Shaft made with 300M material. Fits late 1971 up. Cost $190.00
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#C6LS. C6 Custom Built Long 4WD Output Shaft. This shaft is custom built by PATC and then hardened, 19 inches. The original shaft was 18 1/2 inches long and came on some 1978 4WD trucks and others. They're almost impossible to find anywhere. Cost $217.00
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#59. C-4 Hard 26 spline input shaft. Fits 1971-1981. Cost $199.00
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#59C4. C4 4WD Hardened Output Shaft. This shaft is 12 inches long. Cost $219.00
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#25H. Heat treated 1995 up E4OD / 4R100 / 5R110W input shafts. Works with steel overdrive planet only. Made with a new shaft. Cost $89.00
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#25F. Heavy Duty Hard input shafts for 1995 up E4OD, 4R100 and 5R110W transmissions. Machined from select aerospace alloy steel for maximum torsional strength. Works with steel overdrive planet only. Cost $235.00
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#25M. Extreme Duty Hard input shafts for 1995 up E4OD, 4R100 and 5R110W transmissions. Made from 300 Maraging Alloy Steel. Shaft can absorb 2500 ft. lbs. of torque. Works with steel overdrive planet only. Cost $360.00
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4R100 Billet Intermediate Shaft

#25BIS. TCS / PATC has addressed the weakest part of the 4R100 transmission with our billet 4R100 Intermediate Shaft. This is an upgrade for your diesel, Off-Road and drag racing applications. Improvements start with a select super alloy that has been heat treated for durability plus has had it's radius increased in critical load areas so it can withstand the increased power output of today's vehicles. Cost $699.00
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4R100 / E4OD Billet Output Shaft

#25R. PATC has added to it's lineup of heavy duty E4OD / 4R100 ('95 On) components the 4x4 Output Shaft. Manufactured from a select Aero-Space Alloy to meet the high torque demands of todays performance diesels. The Output Shaft when coupled with other heavy duty E4OD / 4R100 components - Forward Drum, Input Shaft and Intermediate Shaft will give you one of the toughest E4OD / 4R100 transmissions on the road today. Cost $739.00
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Available Now !

#CGM. Cummins 4BT / 6BT to a Chevy 4L80E / 700R4 / 4L60E / TH400 transmission, billet aluminum transmission adapter and billet steel flexplate. We have a computer to control a 4L80E / 4L60E transmission.

The pair sells for $1390.00 with a $200.00 transmission discount if you buy a transmission an torque converter plus an additional $100.00 controller discount if you buy a Compushift controller. The price could be as low as $1090.00.

#CGM2. Adapter to install a 4L80E transmission on a Dodge 23 spline transfer case. The 1996 up transfer case will move to the rear approximately 2 inches. The 1995 back transfer case will move to the front approximately 2 1/2 inches. Cost $468.00
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#10A. Swap your 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. You can use the computer you have now on 1998 up models with the use of our #10X wiring harness. The transfer case you have now can be used as is and will be moved 1 3/4 to 3 1/2 inches to the rear. Cost $484.00
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60 to 80 Adapter Only

60 to 80 Shaft Only

Attention C4 Corvette Owners

#C480. 4L80E in C4 Corvette Adapter (1984 - 1996). Swap your 700R4 / 4L60E transmission to the much stronger 4L80E transmission with our new double strength case hardened output shaft and adapter kit. At this time we have 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. 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. Cost $599.00
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There may be other uses for this shaft. Replace any 700R4 / 4L60E transmission with a 4L80E of the same length. Coming soon T-56 to 4L80E adapter kit.

#67H. 400 Hard Forward Clutch Hub. This is a must if you have nitrous. This hub is made from an AISI 1045 steel forging. Cost $106.00
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#68. TH400 4WD short output shafts. These shafts where hard to find until now. The 5 1/2 " fits some 1978, 1979 and others. The 6 1/2" fits 1980 to 1998 and others. We have 5 1/2" and 6 1/2" measured from the hub. Cost $149.00
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Size

The 6 1/2 inch shaft sticks out past the case 2 3/8 inches.
The 5 1/2 inch shaft sticks out past the case 1 3/8 inches.
When ordering a 4WD TH400 transmission we need to know how far the output shaft sticks out past the case. Some TH400 4WD transmissions have 2WD output shafts that stick out 4 3/4 inches past the case.

#68-4WD. TH350 4WD short output shaft. These shafts where hard to find until now. This shaft sticks out about 1 inch past the case. Cost $68.00
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This is the shaft that came on a 4WD 350 transmission from the factory.

#68-208. This hardened TH350 output shaft is 12 inches long, used to install a 208 transfer case on a 350 transmission. Cost $219.00
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#17. 400 intermediate sprag and drum. The 34 element sprag has over twice the holding power of the stock sprag. Eliminates intermediate sprag failure due to excessive torque input. The TH400 34 element PATC sprag replaces the stock 16 element unit, increasing the torque capacity by 110%. Standard in all PATC TH400 race transmissions. A mandatory addition to any TH400 used in racing or heavy duty applications. Cost $189.00 (for both).
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#17S. Borg Warner 34 element sprag only. Cost $68.00

#17X. 400 intermediate sprag and drum with an extra large 36 element sprag. This sprag has 36 elements that are taller and wider then the above sprag. It comes with 5 high energy clutches, normally a TH400 transmission has 3 intermediate clutches. This is 56% more sprag area than the 34 element sprag and 67% more clutch area. (Also available for the 4L80E transmission.) 1996 back Cost $844.00
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#13X. 350 drum with 36 element upgraded intermediate sprag with more than double the strength of a factory unit. Built with a thicker hardened outer race, extra wide bushing and a heavy duty 36 element sprag. Great for high horsepower engines in heavy cars. This was the #1 weak point on 350 transmissions. Cost $399.00
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#1. Extreme Duty mechanical diode conversion kit for 1992 - 1998 AODE and 4R70W transmissions. Also fits 1991 - 1993 AOD transmissions. Replace your roller clutch with the much stronger mechanical diode. This is a weak point on early pre 1999 A0DE / 4R70W transmissions. Comes on the A O Dominator. Can be ordered as an extra on the Dominator Junior transmission if the correct core is available. Cost $134.00
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#1XX. C6 direct drum that holds 5 full thickness clutches and a full thickness backing plate. This is the drum the intermediate band rides on. Cost $55.00
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#1XXX. C6 / E4OD / 4R100 forward drum that holds 5 full thickness clutches and a full thickness backing plate. Cost $49.00
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#3. New Powerglide ten clutch drum. This doubles the five clutch setup. This setup is essential for those extreme applications exceeding 1200 horse power. Cast from high quality steel, it's machined for optimal fluid flow for quick clutch engagement. Unlike other specialty drums, this unit uses conventional Powerglide clutches and will work with your existing planetary flange. In addition, this kit includes the special 10 clutch steel hub and a Torrington bearing. This drum is ready to install. Cost $549.00

#3X. Drum with eight clutches. Cost $305.00

#3XX. Drum with five clutches. Cost $199.00

#10RD. Fits 518, 618, 46RE, 47RE, 727 Forward Drum. Take a load off your transmission with this new Billet Aluminum Rear Drum. Cost $225.00

Made from Solid 6061-T6 Billet Aluminum

60% lighter than the stock Rear Drum - 1.45lbs versus 3.65lbs

A direct replacement for the stock drum

Ideal for both Street and Strip

#8D6R. The rear drum (forward clutch) on the left is the old style drum. The drum on the right is the new style drum. If you have a problem with the front drum (direct clutch) rubbing the rear drum buy the new style drum on the right. Cost $112.00
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#8D2. High capacity 5 clutch direct drum holds 2 additional clutch over the weaker 3 clutch direct drum found on almost all 727 type transmissions. This is a 66% increase in holding ability. This rebuilt drum holds 5 full thickness direct clutches or 6 thin Red Eagle / forward clutches. Comes complete with pressure plate and backing plate. Cost $99.00
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#8D6. Fits 727, 518, 618, 46RE, 47RE. High capacity extreme duty 5 clutch direct drum holds 2 additional clutch over the weaker 3 clutch direct drum found on almost all 518, 46RH and 46RE transmissions. This is a 67% increase in holding ability. This drum holds 5 full thickness clutches or 6 Red Eagle clutches. (OUT OF STOCK, buy #5X below.) Cost $399.00
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#8X6. Torqueflite Billet Steel Front Drum and X-Large Piston.

Drum CNC Machined from C1040 Solid Steel - NO Cast Iron used in this one!

Will hold 5 full thickness clutches or 6 Red Eagle friction clutches

55%, YES that's 55% MORE Piston Apply Area! This results in double the Clamping Force needed in Third Gear - Just what you need when used in High Performance and Extreme Applications

Engineered with Dual Oil Apply Passages for even Piston Apply

Cost $645.00
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#5BAP. The Direct clutches on a Dodge powered vehicle have always been a weak link. Whether we are talking about the 46Rh with a 3 clutch direct drum or even the Diesel powered 47 or 48RE. We have seen everything in our industry from machining another grove in the top of the drum (see #8D2) to different thickness snap rings (see #23FSR) and even special backing plates (see #8FBP). All of these are attempting to increase stack height within the drum itself. What gets overlooked though is clamping physics. When applying high apply pressure with a stock direct drum piston (which is just cast aluminum), deflection starts to show it ugly head. The factory cast aluminum piston is not designed to stand up to the increased pressure ramps that is typically associated with aftermarket modifications. When this occurs the piston begins to warp and apply the clutches unevenly. When applied unevenly hot spots will occur, your apply surface area is dramatically reduced as well. The other issue is the integrity of the clutch packs clamping ability is sacrificed. This why it is not unusual to open the direct drum and find coned or unevenly worn direct clutches that have prematurely worn. We have the perfect solution here with our Billet Aluminum Direct Drum Apply Piston. This piston is manufactured from high quality aircraft grade billet aluminum and then CNC'd to our exact specifications. This will allow you to now hold the power in those crazy 3rd gear wide open throttle diesel pulls. This piston not only provides a more direct apply feel but also gives you a balanced apply to all the clutches evenly. When used in conjunction with the direct drum spring and retainer kit below and our Alto Red Eagle Direct Clutch Power Pack you have a dramatic improvement over stock. A more stable Piston Apply + More Friction Surface Area + Higher Pressure Apply Rates = Greater Performance and Durability. This Piston fits all 727 / 518 / 46RH / 46RE / 47RH / 47RE / 48RE. Cost $109.00

#8X6SK. Two piece seal kit for the above #8X6 drum. Cost $9.00

#8UW. The Ultimate Weapon. Seven clutch Billet steel direct drum (#8X6) with Red Eagle clutches, Kolene steels and a thin backing plate. It comes with fifteen return springs (#5S) and a fifty five percent oversize apply piston. This is the equivalent of 10.85 clutches. This is truly the Ultimate Weapon with the equivalent of 262% more clutch apply area than most Dodge direct drums. Fits all 727 to 48RE transmissions. Cost $855.00
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#5. 727 billet aluminum direct drum. Cost $510.00

Made from 7075-T6 Aluminum

Includes a NEW steel pressure plate, Teflon Sealing Rings and a NEW Aluminum Piston

SAFER than OEM cast iron drums.

3.25 lbs. versus 7.56 lbs. - OEM drum weight 4.31 pounds more!

Will hold up to 5 FRICTION PLATES versus 4 in a stock unit.

Designed with a SERVICEABLE & REPLACEABLE Ring Sleeve & Bushing.

#5X. 727 billet steel direct drum. Cost $535.00

Made from solid billet steel, not cast iron.
Holds up to 5 friction plates.
Kit contains a new billet Aluminum Piston and new pressure plate.
Dual apply feed passages.
Safer than a Cast Iron Drum and longer lasting than the Aluminum drum, an ideal choice for street use.

PG Steel & Aluminum, 727 and 904 Aluminum. Stay Tuned, more to come!
Made from Steel or Billet 7075-T6 Aluminum
Lighter and stronger than conventional drums
Larger apply area and machined deeper to allow for additional frictions
All Chrysler drums have replaceable bearing bushings
PLEASE CALL FOR PRICING

#9D. 904 Billet Steel Front Drum and 24 Spring Return Module Kit. The highest tech 904 direct drum to hit the market today. Designed to carry up to 5 friction plates, utilizing a larger diameter piston yielding greater clamping force. This all translates to superior performance at exceptional value. $575.00

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Made from AIA / SAE 1040-1045 medium carbon billet machinery steel.

Kit contains a billet aluminum Piston with Anti-Spin Locking Tabs.

Will hold up to 5 frictions.

Dual Feed Apply Passages.

The Drum and Piston have been made 28% larger in the piston apply area = more clamping force.

The kit also includes 2 solid Sealing Rings for ZERO Leakage and a 24 Spring Return Module.

#9S. Designed for those higher horsepower engines, this 727 performance product has been tested to 1,400 foot pounds of torque. Input shaft and hub. Cost $695.00
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Shaft is machined from 300 Maraging AMS 6514 material then Heat Treated for torsional strength and precision ground on all critical diameters

Hub has been machined from 4140 HTSR steel and Nitride Heat Treated for additional durability

Shaft to Hub splines increased from 28 to 35 for 25% more surface contact

The "Full Metal Jacket" Steel Sleeved Aluminum Drum Is here !

#5XX. The 518 / 727 Full Metal Jacket Direct Drum delivers the strength and durability of a steel drum with the rotational weight reduction of a aluminum drum. Cost $682.00
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Ideal for those that use their vehicles on both the Street and Strip. Only 5.5 lbs - 2 lbs lighter than the OEM Drum. Holds up to 5 full thickness friction plates or 6 Red Eagle.

The Kit includes the following;

One Billet Aluminum Drum with Steel Sleeve and replaceable brass bushing

One New Billet Aluminum Clutch Piston

One Steel Pressure Plate

One set of Sealing Rings

#10SS. 727 Lightened Reaction Sun Shell. Cost $165.00
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For the serious enthusiast looking to reduce every possible ounce of weight from the transmission

2.85lbs versus the 3.75 lb stock unit. Almost 1lb of weight reduction

Gold Dichromate Plated - to look just like the Sun!

68RFE Billet Input Shaft

#68BIS. The PATC Billet 68RFE Input Shafts have arrived. This input shaft is a drop-in replacement part for high power / torque applications. Introductory Price $625.00

Made from billet 300M aerospace grade alloy for high yield strength.
Heat treated and precision ground.
Smooth gun drilled through hole to eliminate stress risers often associated with conventional drilling procedures.

#7S. Sonnax and PATC now offer this heavy duty, one piece input shaft and clutch hub for the Dodge A618 in the 1994 - 2007 Cummins Turbo Diesel application. Can be used in a 2003 up 48RE transmission with Red Eagle clutches. By combining the input shaft and forward clutch hub into a one piece design, Sonnax has eliminated the weak connection between the two. This new assembly is made from a high strength one piece 300M steel forging, which adds to the overall strength of the design. Cost $695.00
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#7F. Extreme Duty Hard input shaft an hub for 1994 up 518, 618, 46RH, 46RE, 47RH, and 47RE transmissions. Designed for those higher horsepower engines, this product has been tested to over 1,000 foot pounds of torque.

The shaft is machined from 300 Maraging AMS 6514 material then Heat Treated for torsional strength and also precision ground at all critical diameters

The Hub is machined from 4140 HTSR steel and Nitride Heat Treated for additional durability

The Shaft and Hub Splines have been increased from the OEM spline count of 28 to 35 splines - 25% more surface contact equals greater strength!

Cost $695.00
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#7R. Extreme Duty Hard intermediate shaft for 1994 up 518, 618, 46RH, 46RE, 47RH, 47RE and 48RE transmissions. Cost $699.00
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#7- 4X4. 1996 Up Extreme Duty 4WD Output Shaft for Chrysler 518 & 618 Transmissions.

A 100% Bolt In Installation - no modifications required at all!

The Output Shaft is machined from Certified 9310 Vacumelt Steel

All critical areas have been precision ground

The Radius has been increased to further protect areas prone to stress fractures

Cost $727.00

Available in a 29 spline version at the same price. Special order allow one to two weeks. 1996 Up.

Available for the 1989 to 1995 47RH. Special order allow one to two weeks. Cost $862.00

Available for the 1989 to 1995 47RH. Special order allow one to two weeks. Cost $862.00

#7U. Used 46RE / 47RE Input Shaft. We have these left over when we install a hard input shaft. Call on availability. Cost $35.00

#78IS. Used like new 518 to 47RE intermediate shaft, 1994 to 2003. Cost $61.00

#78IS-2. New 1990 to 1993 Aftermarket 518 Intermediate Shaft. Cost $74.00

#78IS-3. New Alto Intermediate Shaft with Oversize Oil Holes to prevent lack of lube failure to the overdrive planet set. Fits 518, 618, 46RH, 46RE, 47RH and 47RE, 1994 to 2003. (OUT OF STOCK) Cost $99.00
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PATC is on the cutting edge of performance rear wheel drive American transmission development. We work with different manufacturers in the development of stronger parts. We have the most complete inventory of performance transmission parts for Ford, GM and Dodge than you'll find anywhere else. Using these parts we have developed performance / heavy duty transmissions in many different levels and types. This is why three to four thousand people visit one of our twenty one performance transmission websites everyday, making PATC the number one performance transmission destination on the Internet. These websites are updated sixteen hours per day seven days a week. We don't just sell transmissions and parts, we test them in our test vehicles on the street and at the drag strip. We have the hard to find performance transmission parts all in one place and in stock. We sell the total package, not something that will cost more in the long run or cost more after you buy everything you need one part at a time. Our customers know if we don't have what they need we know who does. On this Website you will find many performance / heavy duty automatic transmission parts the others don't sell.

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