#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
Return your old 6L80E / 6L90E shafts in
perfect condition for a $200.00 refund.
Available for both 6L80E
#6L80S and #6L90S. Cost
Developed as a
stronger replacement for the problematic failure of the OEM shaft
when high horsepower, superchargers and turbos are used.
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.
4-5-6 Clutch Power Hub
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!
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
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.
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.
4-5-6 Powerglide Upgrade key Features and Benifits:
eliminating the clutch hub dampener we have increased our spline
contact area between the shaft and hub by over 300%.
designed our shaft out of 300M billet alloy steel, then it is heat
treated for added strength.
was made from 4340 HTSR (Heat Treated Stress Relieved) steel, we
then have a Zinc Chromate coating applied for increased durability.
redesigned the Torrington thrust bearing to have 200% more roller
bearings than the factory one.
more oil lubes holes on the hub itself.
this one piece billet steel hub to accept a Powerglide clutch.
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.
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.
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
Bumblebee Camaro and 2011 Denali used for testing our 6L80E Power Hub and Power
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
to "Compliment" the Input Shaft
9310 Steel, this output shaft is 50% stronger than the OEM
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.
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
Shaft is machined from 300
Maraging Steel (Vascomax). This is a High Nickel Steel that is almost
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
The shaft through hole is
gun drilled and micro polished, eliminating internal stress risers.
#C6FB. C6 / E4OD / 4R100 Forward Clutch Drum
from 4140 Heat Treated Steel for ULTIMATE STRENGTH.
is the ideal replacement for the OEM drum and is made specifically for
EXTREME APPLICATIONS such as - Diesel, Off-Road and Drag Racing. Cost
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.
hardened input drum and shaft (Below).
200-4R 300M input shaft. This indestructible shaft eliminates breakage commonly
found in high horse power application.
#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.
#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
200-4R rebuilt direct clutch drum. Cost
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
Duty Intermediate Shaft
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
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
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
Overall Drum &
Input Shaft weight is 1.35 lbs lighter than the OEM drum &
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
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.
Oversize Intermediate Piston and Center Support.
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.
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)
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.
GM Turbo 400 Aluminum Forward Drum
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.
TH400 / 4L80E Billet Aluminum Direct Drum.
TH400 replacement stator support shaft with hardened spline area. Cost
Duty Intermediate Shaft
Intermediate shaft is a "bolt-in" product made from 300 Maraging
Steel and has been designed for High Horsepower and Off-Road use. Cost
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
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
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.
700R4 / 4L60E Extreme
reaction carrier shaft. Same as the above but better. This is our own brand (Torque
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
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.
shaft is 57% harder than a standard OE shaft. Comes with the Sonnax Input Drum Support Ring installed.
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
Duty Hardened 700R4 / 4L60E / 4L65E Input Shaft and Drum, Call for
Duty Hardened Reaction Shell and Bearing.
Hardened Input Drum
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
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
Smart-Tech Input Housing Kit
Part No. 77733-06K
Rear Stator Support Bushing
Modified Input Housing
3-4 Clutch Apply Plate
3-4 Clutch Return
3-4 Clutch Backing
Socket Head Cap Screws
Note: Cannot be used
with late style, stamped steel forward pistons. Additional component
upgrades required for 96'-earlier applications.
Tech Input Housing Kit
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
Flexing / bowing of the 3-4 backing plate
Limited 3-4 clutch torque capacity
Repeated 3-4 snap ring blow-out
Input housing breakage near the input shaft spline.
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.
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.
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.
4L60E Billet Heat Treated Input Shaft for LS1 Type Transmissions.
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
Hardened Input Shaft for LS1 Type Transmissions. Hardened with a
special double hardening process. Made from new OEM 4L65E input
shafts. Cost $89.00
#STS4. 4L65E Input
Shaft for LS1 Type Transmissions. These are new OEM 4L65E input
shafts. Cost $59.00
2006 up 4L65E / 4L70E input drum with input speed sensor teeth.
Starting with a high grade of steel this shaft is hardened by electric
This shaft is 57% harder than a standard OE shaft.
#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
Early Non-Bearing Type
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
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
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
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.
Too Much Nitrous
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.
OF STOCK) Cost
Too Much Nitrous
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.
#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
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
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
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
C-6 Hard Input Shaft made with 300M material. Fits
late 1971 up. Cost $190.00
#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.
#59C4. C4 4WD
Hardened Output Shaft. This shaft is 12 inches long.
treated 1995 up E4OD / 4R100 / 5R110W input shafts. Works with steel overdrive
planet only. Made with a new shaft. Cost $89.00
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.
Extreme Duty Hard input shafts for 1995 up E4OD, 4R100 and 5R110W
Made from 300 Maraging Alloy Steel. Shaft can absorb 2500 ft.
lbs. of torque. Works
with steel overdrive
planet only. Cost
#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
4R100 / E4OD Billet Output
#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
#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
#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.
#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
80 Adapter Only
80 Shaft Only
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
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.
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
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
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.
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.
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
the shaft that came on a 4WD 350 transmission from the factory.
This hardened TH350 output shaft is 12 inches long, used to install a 208 transfer case
on a 350 transmission. Cost $219.00
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).
Borg Warner 34 element sprag only. Cost $68.00
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
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
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
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
/ E4OD / 4R100
forward drum that holds 5 full thickness clutches and a full thickness
backing plate. Cost $49.00
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
with eight clutches. Cost $305.00
with five clutches. Cost $199.00
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
#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
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
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
Torqueflite Billet Steel Front Drum and X-Large
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
#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
#8X6SK. Two piece seal kit for the above #8X6
drum. Cost $9.00
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
#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
Will hold up to 5 FRICTION PLATES
versus 4 in a stock unit.
Designed with a SERVICEABLE &
REPLACEABLE Ring Sleeve & Bushing.
billet steel direct drum. Cost $535.00
Made from solid billet
steel, not cast iron.
Holds up to 5 friction
Kit contains a new
billet Aluminum Piston and new pressure plate.
Dual apply feed
Safer than a Cast Iron
Drum and longer lasting than the Aluminum drum, an ideal choice for
PG Steel & Aluminum, 727 and 904
Aluminum. Stay Tuned, more to come!
Made from Steel or Billet 7075-T6
Lighter and stronger than conventional
Larger apply area and machined deeper
to allow for additional frictions
All Chrysler drums have replaceable
PLEASE CALL FOR PRICING
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
yielding greater clamping force. This all translates to superior
performance at exceptional value. $575.00
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.
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
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
Shaft to Hub splines
increased from 28 to 35 for 25% more surface contact
Steel Sleeved Aluminum Drum Is here !
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
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.
includes the following;
Billet Aluminum Drum with Steel Sleeve and replaceable brass
New Billet Aluminum Clutch Piston
Steel Pressure Plate
set of Sealing Rings
Lightened Reaction Sun Shell. Cost $165.00
For the serious
enthusiast looking to reduce every possible ounce of weight from the
2.85lbs versus the
3.75 lb stock unit. Almost 1lb of weight reduction
Gold Dichromate Plated
- to look just like the Sun!
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
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.
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
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.
shaft is machined from 300 Maraging AMS 6514 material then Heat
Treated for torsional strength and also precision ground at all
is machined from 4140 HTSR steel and Nitride Heat Treated for
Shaft and Hub Splines have been increased from the OEM spline count
of 28 to 35 splines - 25% more surface contact equals greater
Extreme Duty Hard intermediate shaft for 1994 up 518, 618, 46RH,
46RE, 47RH, 47RE and 48RE transmissions. Cost $699.00
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
in a 29 spline version at the same price. Special order allow one to two
weeks. 1996 Up.
for the 1989 to 1995 47RH. Special order allow one to two weeks. Cost
for the 1989 to 1995 47RH. Special order allow one to two weeks. Cost
#7U. Used 46RE / 47RE Input
Shaft. We have these left over when we install a hard input shaft. Call on
availability. Cost $35.00
Used like new 518 to 47RE intermediate shaft, 1994 to 2003. Cost $61.00
New 1990 to 1993 Aftermarket 518 Intermediate Shaft. Cost $74.00
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)
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
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.