4T65E (HD) Upgrades & Transmissions
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700R4 Street/Strip Transmission 1988 & Up
700R4 Pro Street 1988 & Up
700R4 Heavy Duty Transmission 1987 & Up
700R4 Pro Street Elite 1988 & Up
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Terms & Conditions
:: 700R4 Pro Street 1988 & Up
700R4 Pro Street 1988 & Up
Street/Strip 700R4: Starting at the "Front Pump", new (late design) seal, Teflon bushing, 10-vane rotor/slide assembly, Trans-Go Hi-Rev steel rings & priming spring, special heavy duty pressure regulator valve, Trans-Go HD pressure regulator spring, .296 intermediate/reverse boost valve, .500 main boost valve, both halves of pump machined flat with rotor to pump clearance set at .002"-.003", and new stator support. This pump now will keep the pressure & volume up 7,800 rpm.
Reverse Input Drum: A new reverse/input drum, along with the Turbulator low-drag steels, and Borg Warner clutches. The Belville spring is replaced with a waved spring, this eliminates the Belville spring from eating the reverse/input drum and adding metal to the transmission oil.
Input Drum: The stock input drum starts getting into trouble at around 575-600 HP. I add a steel sleeve and remachine the overrun piston to prevent splitting the drum open from high torque loads. It will hold around 650-675 HP, as long as a 10" or smaller diameter torque converter is used. New latest design Borg Warner 29 element input sprag, Borg Warner clutches for the overrun & Turbulator overrun steels and late design Borg Warner forward clutch assemblies, 9 Borg Warner Hi-Energy clutches along with Kolene steels used in the 3-4 clutch pack, Trans-Go (Hi-Rev) heavy duty springs replace the OEM 3-4 and forward springs and 3-4 helper springs, The Trans-Go springs prevent the 3-4 clutches from getting into trouble, due to centrifugal clutch apply up to 7,800 rpm, stock starts getting into trouble around 5,000 rpm. Clearance for the 3-4 clutch pack .035 -.055, an OEM Viton input to output shaft seal is used, the Viton is soft (will withstand 650 degrees F.) and will conform to the output shaft thereby "guaranteeing" oil to the rear planet.
Rear Drive Section: Hand picked input sun gear, forward planet with batwing thrust washers, input internal gear, low/reverse support, reaction carrier shaft with "roller" bearing instead of metal thrust washer, a new GM heat treated sun shell, the latest design Borg Warner low/reverse roller assembly, Turbulator low-drag steels, Borg Warner clutches, hand picked or new rear planet, hand picked reaction sun gear, internal reaction gear, internal reaction gear support, new governor gear, a bronze rear case bushing, and a Teflon extension housing bushing and a Vamac rear seal on 2WD units.
"2-4 Band & 2-4 Servo" Borg Warner Hi-Energy 2-4 band, new Corvette 2nd gear apply servo used in conjuntion with the latest design Viton seals instead of the oem teflon sealing rings. This improves the 1-2 & 2-3 shift.
Valve Body: I with the Trans-Go Performance Shift kit (that I modify) in conjunction with the large boost valves, Corvette servo, and the 9 clutch 3-4 pack. (This setup has proven to be the most reliable). I work with the second accumulator and use the 937 housing from the late 4L60E's, to give the best possible 1-2 part throttle shifts, and progressively firmer shifts with more throttle opening. A Sealed Power (zero-leak) filter is used.
The Case: I use the 1988-1992 transmission to start our builds with unless a special request to do otherwise.
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