Description

 A Core is Required for all C5 Corvette Builds

Our Pro Race Series transmission is the finest built street/race automatic transmission in the industry. We believe you will not find a better performance transmission anywhere!

Below are the details of our Pro Race (LEVEL-2) built transmission.

First, each core transmission is disassembled and carefully inspected. The case and hard parts are 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 then replaced and assembly begins.

The rear 4-pinion planetary assembly and bearings are meticulously inspected, then assembled into the case along with heavy duty reverse friction and steel plates. At this time the center support and sprag (one way roller) are installed. In addition, dual bushings are installed in the rear sun gear to handle the extra weight of the Heavy Duty sun shell.

Next, the sun gear is inspected and modified to improve lubrication to the rear 4-pinion planetary assembly. This allows oil to escape from between the bearing and the gear it rests against, feeding additional lube to the planetary gears. This is a huge improvement and virtually eliminates one of the most common points of failure for this type of transmission.

We then replace the sun shell with a new heavy duty unit  The Heavy Duty Sun Shell, which far exceeds the factory component.

The front sun gear, like the rear sun gear, is then modified for improved lubrication and installed. Then the output shaft is set for the proper end-play.

We re-inspect the input drum before installing new rubber seals and a neoprene lubrication seal. Next, we install new heavy duty overrun friction plates, A BORG WARNER DUAL CAGE INPUT SPRAG ASSEMBLY, and carbon composite forward friction plates. These forward friction plates have a superior holding capability as well as improved ability to withstand extreme heat; when compared with the OEM friction plates. Since these friction plates 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 clutch set with 8 High Energy friction plates and Raybestos steel plates to avoid heat burn and coning.

Next, we install the reverse input drum for the new Max Duty Performance Wide Band. This band has approximately 20 percent more surface area for holding in both second and fourth gears.

We also install our Proprietary Performance Billet Servo for maximum “apply pressure” in second gear and overdrive, providing maximum additional holding ability in 2nd & 4th gear.

Now we move on to the pump. It is inspected and modified to provide maximum lube to the planetary sets. We install a large boost valve suitable for the application. The vanes in the pump are carefully inspected for wear and replaced. Steel pump rings are installed. The pump bushing is replaced with a Teflon bushing. The pump is the heart and soul of any automatic transmission, and we make sure it’s a healthy one. Max line pressure to between 210 and 225 PSI; which is dyno verified.

The last section is the valve body. For this we use all we have learned over the years. Although most shift kits have certain distinct advantages, what we have learned is no one kit has all the best modifications… some parts we liked, others we didn’t. Utilizing our own experience, we 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.

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. In addition, this modification, along with others, allows us to use later valve bodies on older units to improve performance and increase interchangeability and reliability.

So there you have it. Our LEVEL 2 TRANSMISSION, designed to meet your needs today, tomorrow, and for many years to come!