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700R4 Street/Strip Transmission 1988 & Up
700R4 Pro Street 1988 & Up
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700R4 Pro Street Elite 1988 & Up
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Terms & Conditions
:: 700R4 Pro Street Elite 1988 & Up
700R4 Pro Street Elite 1988 & Up
Pro Street Elite: Starting at the "Front Pump", late design seal, Teflon bushing, 10-vane rotor/slide assembly, Trans-Go Hi-Rev steel rings & priming spring, modified pressure regulator valve, Trans-Go HD pressure regulator spring, .300" intermediate/reverse boost valve, .500" main boost valve, both halves of pump machined flat with rotor to pump & slide clearance set at .002" - .003" and a new stator support. This pump now will keep the pressure & volume up 7,800 rpm. A 1993 pressure regulator valve is used here.
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 575-600FWHP. I add a steel sleeve and remachine the overrun piston to prevent splitting the drum open from high loads. It will hold over 850FWHP, as long as a 10" or smaller diameter torque converter is used. The latest design 29 element input sprag, Borg Warner clutches for the overrun and Turbulator overrun steels. Late design Borg Warner forward clutch assembly that allows for a smooth neutral to drive engagement. 9 or 10 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/overrun 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 5,000-5,500 rpm), clearance for the 3-4 clutch pack .035 -.045, an OEM Viton input to output shaft seal is used, the Viton is soft and will withstand 650 degrees F. and will conform to the output shaft thereby "guaranteeing" oil to the rear planet. I use a 1993 and later input drum because they are thicker in the 3-4 clutch snap ring area. A "dual feed" input shaft capsule is installed for a better torque converter clutch lockup.
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 "Beast" sun shell, the latest design Borg Warner low/reverse roller assembly, Turbulator low-drag steels, Borg Warner clutches, hand picked 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 three lip rear seal on 2WD units.
2-4 Band, 2nd and 4th gear Servos: Alto Carbon lined extra wide 2-4 band with re-inforced anchor pin area. Sonnax 2nd gear apply servo used in conjunction with the latest design Viton seals, and Sonnax 4th gear apply servo with the latest design seals.
Valve Body: I use the Trans-Go Performance (modified) Shift kit in conjunction with the large boost valves (.500 main and .300 intermediate/reverse). New TransGo pre-drilled separator plate. Hardened corner separator plate saver is added for further durability. The "A" or "B" accumulator assembly is used in the valve body, this allows for smooth 1-2 part throttle shifts & firm 1-2 WOT shifts when using the Sonnax 2nd gear servo. 2-3 WOT shifts are slightly firmer with the Sonnax 2nd apply servo.
2nd Accumulator: I use the PN24219937 second accumulator housing with matching springs. This gives the best part throttle 1-2 shifts and firm WOT shifts.
Forward Accumulator: I use the Sonnax pinless accumulator piston with special seals for maximum durability.
The Case: I use the 1988-1992 transmission to start my builds with unless a special request to do otherwise.
The output shaft is Cryoed for added durability.
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