RIGIDITY RIGIDITY RIGIDITY – And the massive amount of new clutch surface area and cooling ability.
Starting with the bottom pressure plate that’s been laser cut from rigid material to eliminate the flexing. From there we machine the input housing to allow the use of custom larger outside diameter steels. Machining of the drum also consists of milling the top flat to achieve more clutch capacity, then threading the outside of the drum.
The top cap / top pressure plates are made from 6061 aluminum billets. Machined, threaded and profiled to match the drum. The cap is not a friction surface, the clutch pack ends in a steel plate instead of a friction
Using our custom steels and custom Exidy high energy frictions that utilize the inner teeth of a stock 4l60-e, however use the th350 frictions much larger surface area, creating a 3-4 clutch pack that now has 185% friction surface area over a stock 4l60e – all while not having paper thin steels. Not only does it have that much more friction surface area, but also that much more steel surface area, further aiding in heat dissipation. The wider based frictions and steels along with the wider, rigid bottom plate and billet top cap prevent all the bowing and coning we’ve all seen for so many years.
The billet top cap is threaded to the drum tying both drum and cap together making the pressure plate surface and drum rigid. If you choose to reinstall load release springs, provided are 5 new recalibrated load release springs specific to this clutch setup.
The threaded cap is locked into place to prevent spinoff using 5 knurled tipped set screws. By making the end cap aluminum, it transfers the heat from the top of the clutch into the billet cap and then into the input housing itself, dissipating the heat better then anything available.
*** CRITICAL assembly procedures Required ***
***End play must be kept on the tight side on transmission assembly as clearances have been minimized to gain maximum clutch capacity. When using any thicker “Beast” style sunshell clearance must be verified.
On early kits the Oem inner clutch hub / ring gear required machining to match the internal tooth profile of th350 forward / direct friction clutches. We still have some stock of that version available if interested. Currently the OEM ring gear is reused with no modifications required.
*Included – are the drum with billet cap, input shaft 298 and 300mm at no charge ( 300 reluctor style $45) the entire 3-4 clutch pack. no forward or overrun clutches or pistons are included.
We offer literally any part available for the 4L60 series transmission from nearly any manufacturer. Just email or call (219) 688-6680 with your needs.
4L79, 4L78 and 4L75 are patent pending