Our Pro Street Series transmission is the finest built mild street / performance automatic transmission in the industry. These transmissions are tough and built to handle whatever you dish out. We incorporate all the updates and modifications to compensate for the problems and issues they were born with from the factory. We believe you will not find a better performance transmission anywhere! Below are the details of our Pro Street (LEVEL 1) built Transmission, which is suitable for applications up to 500HP. First, each core transmission is disassembled and carefully inspected. The case and hard parts are then cleaned thoroughly and re-inspected for cracks, wear, or other damage before we begin. The case is specially prepared, and a coating of and heavy duty, heat resistant, oil based enamel is baked on, creating a hard and durable glossy finish. The seals in the case are replaced and assembly begins. The rear planetary assembly and bearings are meticulously inspected and assembled into case along with Allomatic reverse frictions and steels. At this time the center support and sprags (one way rollers) are installed after being inspected for stress cracks and damage. Also a special anti clunk device is installed to replace the OEM spring. This prevents the support from tearing through lugs in the case and reinforces the case.
We then replace the sun shell with a new heavy duty unit, which far exceeds the factory component, and is able to withstand the rigors or either the street or the strip.
Now for the input drum. We re-inspect it before installing new rubber seals and a neoprene lubrication seal. Next, we install new Alto overrun frictions, a late heavy duty forward sprag assembly, and composite forward frictions. These forward frictions have a superior holding capability, as well as improved ability to withstand extreme heat, when compared with the OEM frictions. Since these frictions must hold the power of your vehicle in every forward gear, they have to be tough enough for the job. Finally, we replace the 3-4 frictions set with a 9 friction Alto set. This section is usually considered the weak link within these transmissions, but with this upgrade, durability is improved by 30 percent over the stock 5 or 6 friction set.
We also install the corvette servo for maximum "apply pressure" in second gear. This is the largest GM offering and is plenty for most applications.
We also eliminate the partial lockup function GM mistakenly engineered into the 4L60E transmission, thus eliminating converter shudder, premature converter clutch failure, and the well known code 1870, which causes high "line pressure", no fourth gear, and teeth cracking shifts at low throttle. Lockup is either OFF or ON, not slipping off and on as it did with the factory PWM working. This does not affect performance, but it does have the added advantage of increasing low speed fuel efficiency, which at today's fuel prices is like getting a bonus. |
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IMPORTANT WARRANTY INFORMATION Please read our complete warranty when you decide to make your purchase so you will understand your rights and what to expect in the rare instance you may need a warranty repair. 700R4 4L60 1982 TO 1993 Without converter $1340.00BUY NOW 1800 to 2000 converter $1450.00 BUY NOW 2300 to 2500 converter $1550.00 BUY NOW 9.5 inch 2800 to 5000 stall 4L60E 1993 TO 2005 LT-1 & V6 3.4, 3.8, 4.3, 5.0, 5.7 NOT LS1/LSX TYPE Without converter $1440.00 BUY NOW 1800 to 2000 converter $1590.00 BUY NOW 2300 to 2500 converter $1675.00 BUY NOW 9.5 inch 3000 converter $2040.00 BUY NOW There is a $150 cancellation fee/processing for any order canceled before unit is shipped.No exceptions. 4L60E LS1 LS2 LSX 1998+ Without converter $1600.00 BUY NOW Full size LS1 1800-2000 stall and 2300-2500 stall converters are temporarily unavailable. 9.5 inch 2800 to 5000 converter with There is a $150 cancellation fee/processing for any order canceled before unit is shipped.No exceptions. If you have any questions feel free to give us a call 570-578-5686 Or for online chat:
The more we know about your needs, the better we can match you with the right transmission. NOTE: All units are 30 splines, and available in either 2wd or 4x4. If you have a special application requiring a special adapter or output shaft please, contact us and we will be happy to provide it and quote a price for your special application. NOTE: The LSX transmission has a removable bell housing which is not included with our transmission. You will need to use your original bell housing and extension housing, but the transmission will have the appropriate output shaft for your application. If you need these items they are available at additional cost. It is preferable that you use your OEM items to assure compatibility with your vehicle. |
Next the sun gear is inspected and four slots are machined into the bottom. This improves lubrication to the rear planetary assembly by allowing oil to escape from between the bearing and the gear it rests against which feeds additional lube to the planetary gears. This is a huge improvement, and it virtually eliminates one of the most common points of failure for this type of transmission. In fact, contrary to common opinion, the rear planetary assembly in these transmissions is not in any way weak by design. Their failure is almost exclusively due to a lack of lubrication. When you see one with a damaged rear planetary, it will almost always be accompanied by the blue-black signs of excessive heat. Simply put, the planetary assemblies with good lube DO NOT FAIL even in the most demanding environments.
Next, we re-inspect the front planetary assembles - measuring clearances and making sure everything is within our own rigid specifications before installing it and inserting the output shaft and new retaining clip. The front sun gear is then slotted for improved lubrication, as the rear sun gear was, and installed. Then end play is set for the output shaft.
As we move on to the reverse input drum, it is assembled, seals replaced, and the band surface area resurfaced to accept the Max duty wide performance 2-4 band. This band has approximately 20 percent more surface area for holding in both second and fourth gears. This stronger 2-4 band will hold the torque during that tire chirping shift into second at full throttle in your performance machine.
Now we move on to the pump. It is inspected and modified to provide maximum lube to the planetary sets. We install a boost valve suitable for the application. The vanes in the pump are carefully inspected for wear and replaced as needed, steel pump rings are installed. The pump bushing is replaced with a Teflon bushing, and notches are made in pump surface to prevent its movement in even the most demanding high RPM or towing situations. This effectively eliminates front seal blow out. In addition, the front seal is installed with a special adhesive and seal retainer to eliminate any possibility of ever having a problem. The pump is the heart and soul of any automatic transmission, and we make sure it's a healthy one.
The last section is the valve body. For this we use all we have learned over the years. What we have learned is, although most shift kits have certain distinct advantages, no one kit has all the best modifications.. some parts we liked others we didn't. We took the best parts of each, and utilizing our own experience, created a set of modifications that is superior to all the others. We do not block accumulators, since the reason they exist is to prevent excessive shock to the transmission and drive train. With our transmissions, you will always have a solid, firm shift that will be linearly progressive. That means at light throttle you will feel a nice bump, letting you know the car or truck has shifted. As throttle is increased, the shifts will become more pronounced to the point of tire chirping in high performance vehicles or a firm shift at full throttle in a towing/hauling situation. It will not cause whiplash just cruising with your significant other or your grandmother around town, but will turn heads when laying it on the line.