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Performance Transmissions and Parts |
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| www.TransmissionCenter.net | ||
| Parts Toll Free 1-888-2012066 | ||
| Transmissions Toll Free 1-888-2012066 | ||
| Speedometer Gears 1-888-8771008 |
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Hardened Shafts and Drums
Ask about our quantity and transmission builder parts discount.
Back to Transmission Price List, Click Here
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Available for both 6L80E and 6L90E. #6L80S and #6L90S. Cost $740.00
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- 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.
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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.
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6L80E 4-5-6 Powerglide Upgrade key Features and Benifits: |
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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.
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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.
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Key Features
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Manufactured from 4140 Heat Treated Steel for ULTIMATE STRENGTH.
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#54. 200-4R hardened input drum and shaft (Below). Cost $198.00



#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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#54XX. 200-4R rebuilt direct clutch drum. Cost $65.00 |
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4L80E Heavy Duty Intermediate Shaft
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#66B. TH400 Billet Steel Forward Drum and Heavy Duty Input Shaft. Cost $895.00 |
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#66. TH400 Input Shaft and Drum. Rated at 1500 horse power. Cost $490.00
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#66CS. TH400 Oversize Intermediate Piston and Center Support.
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#66AD. GM Turbo 400 Aluminum Forward Drum and Billet Input Shaft. Cost $630.00
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#66BD. TH400 / 4L80E Billet Aluminum Direct Drum. Cost $638.00
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TH400 Heavy Duty Intermediate Shaft
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#68HS. TH400 Hardened Intermediate Shaft. Cost $52.00 |
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#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 |
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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
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With Shell |
Without Shell |
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Raptor
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#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
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| Extreme Duty Hardened 700R4 / 4L60E / 4L65E Input Shaft and Drum, Call for Details 1-888-2012066. |
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Extreme Duty Hardened Reaction Shell and Bearing. |
| Early Type | Late LS1 Type |
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4L70E Hardened Input Drum
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Smart-Tech Input Housing Kit Part No. 77733-06K
Note: Cannot be used with late style, stamped steel forward pistons. Additional component upgrades required for 96'-earlier applications. |
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Features and Benefits
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Twisted Shafts
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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

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#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.
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| 2WD | 4WD |

Too Much Nitrous
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#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 |
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#700C5. C5 Corvette 300M Output Shaft. Cost $539.00 |
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#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
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#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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#58. C-6 Hard Input Shaft made with 300M material. Fits late 1971 up. Cost $190.00
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#59. C-4 Hard 26 spline input shaft. Fits 1971-1981. Cost $199.00

#59C4. C4 4WD Hardened Output Shaft. This shaft is 12 inches long. Cost $219.00
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4R100 / E4OD Billet Output Shaft
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Available Now !
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Attention
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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. |
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#17S. Borg Warner 34 element sprag only. Cost $68.00 |
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#3X. Drum with eight clutches. Cost $305.00 #3XX. Drum with five clutches. Cost $199.00 |
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#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
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#8X6SK. Two piece seal kit for the above #8X6 drum. Cost $9.00
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#5. 727 billet aluminum direct drum. Cost $510.00
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#5X. 727 billet steel direct drum. Cost $535.00
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The "Full Metal Jacket" Steel Sleeved Aluminum Drum Is here !
The Kit includes the following;
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68RFE Billet Input Shaft
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#7- 4X4. 1996 Up Extreme Duty 4WD Output Shaft for Chrysler 518 & 618 Transmissions.
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 |
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#78IS. Used like new 518 to 47RE intermediate shaft, 1994 to 2003. Cost $61.00 |
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#78IS-2. New 1990 to 1993 Aftermarket 518 Intermediate Shaft. Cost $74.00 |
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#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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Performance Transmissions and Parts |
||
| www.TransmissionCenter.net | ||
| Parts Toll Free 1-888-2012066 | ||
| Transmissions Toll Free 1-888-2012066 | ||
| Speedometer Gears 1-888-8771008 |
| 7:00 to 5:00, Mon.-Fri., CST |
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.
Back to Transmission Price List, Click Here
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