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Can you link some of the videos that help describe some of your custom machined parts and proprietary stuff that is unavailable to the rest of the market?
I saw in another post you guys had some videos on that kind of cool stuff but I can't find any of it on the youtube (granted I didn't go through all the shorts)

If you wouldn't mind sharing some links and quick description that would be awesome thanks

 

 

If you click on videos and scroll down it's all there, not in shorts. Here's the link for the servo video i was speaking of before. I haven't done a video with our new 1-2 accum spring or the accumulators yet i often talk of ..even though i do think i show them in this video. Currently developing a few more pieces and modifications including our own boost valve and a unbreakable fwd sprag which is almost done. Its been a very productive year this year. Link to servo video below. Not for sale and patented on most parts, pending on some. I will keep releasing videos and posts on our media as i come out with more.. The sprag will be early this coming year as its currently in testing and cannot break unless you literally strip the gear teeth off somehow.

 

Thanks for the link. I saw that one but didn't see it being anything special enough to say it's unavailable to the rest of the market or so special it's what allows your units to be "1000hp" built

Around the 7 minute mark you hold up the "small" piston that's in the cover of the sonnax servo
Then shrug it off like it's nothing
Just for anyone reading...that small piston is IN ADDITON to the other piston being shown for comparison. It's a dual piston design. The sonnax servo has MUCH more apply than the "new" part in the video...which looks like a Superior K034 which has been out for nearly 10? years I think.

As for the 2nd servo...looks similar to the apply area available in the superior K012 which has been out since 1996 or 7 I think
Regardless if it is a bit different...or if it has more apply than the sonnax...
No matter which brand...Anything more than "corvette" ratio, I'd advise against.
I've got the math on the apply power a corvette servo has with a normal and a wide band.
I can say with confidence that a wide band with a vette servo will not be an issue at virtually any power level...and having that apply ratio changed to sonnax or superior or to yours...does no benefit on a 2-3 shift IMO

Billet accum pistons have been around for...years. No real world benefit. certainly not performance benefit

As far as I can tell there's 48 videos and only 1 of them has new or special parts?

I'm not trying to start a pissing match here. I don't have a dog in this fight. I just share here on the forums all the time and the announcement of special parts was a big announcement and I don't really see much so that's why I'm asking.

 

I had started writing yesterday my thoughts on billet servos vs the corvette servo but decided to scrap it. I found out a few years back all that is needed is a corvette servo and a wider band with a new drum. Not a used one, machined thinner. Sounds like some smoke blowing to me. The billet servos are too harsh. Especially the superior one. In my opinion, the superior setup is junk. The billet servos are great for ripping the lug plate off the band though. Wide band, corvette servo and you won’t have that issue.

 

Its starting to sound like a pissing contest so im stepping off. There is a lot of things i wont explain to the public including this forum because that makes us unique. Its no issue if you guys are doing different things because other things indeed do work well but do some research on our reputation and results before you assume it doesn't work or undermine it. We have refined the 60E throughout this year and our product stands alone above everyone else currently. To answer your one question though, theres 1 video of parts as i want to stay unique and am not in the business of letting just anyone build a performabuilt unit. Instead those 47 other videos were made to help others with very common basics explained in a simple way that almost anyone can understand. That's what this forum is about right? I appreciate the warm welcome from some and will continue to be active to provide advice and help as we always have here.

 

I don't think the Guy is Lying...

I think He just doesn't Understand what He is talking about.

For one Viton-Rubber and PTFE are Completely different Compounds/ Materials.

 

We have changed it to ptfe about 8 months ago, the viton worked but the drag on apply with ptfe is much better to virtually no drag. Again these are videos for the general public who typically dont have an interest in knowing the things you guys want to know. Its amazing people keep overlooking that in this thread.

 

Believe me, I totally understand the custom build practices and what sets one build apart from another.
I build 3500hp+ th400's
I would confidently say not anybody can build something like that to be reliable in their garage. It takes a certain learning curve paired with some tribal knowledge and self discovered tidbits to make it work.
That said...I'm not going to say it's anything proprietary that nobody else can buy.
Drums, shafts, frictions, etc anybody can purchase the same stuff...but not everybody can make it fit together and work together.

I have seen your reputation and I know you have lots of units out there with good hp and the reputation is still there. So you're not doing like Monster does.

But...let's not tell people there's special hard parts that nobody else can get.
I've seen some of the build videos...sonnax catalog on full display. As it is for all of us building nice units. smartshell, reaction carrier, overrun hub, input drum, shafts, etc
Anything can be purchased by the home jobber
Really on a 60e there's not even a huge amount of machining to be done compared to any of the other high hp units like a glide or 400 or 80e

If you want to say the valve body is the special sauce, that's perfectly fine. I don't think anybody will argue with the fact that the calibration detail on a 60e is critical.
But to say there are special parts nobody else can get or make...come on?
I totally respect what has been built over at performabuilt...good reputation, some good products, and lots of happy customers. Let's put the pissing match aside and just focus on keeping the information here on the forum accurate and sharing help where we can.

 

I have no issues with PB... an their Product has been reputable.
I have referred 100 - 200 people to PB over the Years when people called me for a straight Trans Rebuild (I never offered straight Trans Rebuilds) and they lived near PA.

However there was a lot of Misinformation in that video.
This tells me that the Person in the Video is either a Salesmen or a Builder and does not have to understand what the Designer or Engineer at PB would have to understand.
As long as they have a Designer there, I'm sure PB will continue to do well.

There are at least Two Engineers on this Board regularly that can attest to this.
I do not Build anymore...
And the other Engineer (IMO) is the best 60E Modification Engineer/ Builder in the business.

 

I wanted to add an Educational Post here regarding Servos, but I am really struggling to find the Words and access my own memorized information.
Please bear with me...

There are so many Different Servo Options for the 4L60E... It's Kind of Crazy!

Something that is NOT discussed on this Topic that is actually Important, is Servo Ratio.
For both Transmission Health and Performance use, Servo Ratio is something that has to be considered.
What you guys refer to as "Smaller" than the Corvette Ratio Servo, would be Servo Ratios that are essentially insufficient for the Transmission.
In my Opinion GM should have used the Corvette Servo in every 4L60E...
And made the necessary Hydraulic Calibrations (and even Spring Calibrations) to obtain the desired Shift-Feel for ANY Vehicle.
(From Mild to Wild).




There are 3 Smaller Ratio GM Servos used...
The 2 smallest, absolutely toss in the Trash.
The 0.63:1 Ratio Servo can be made to work (so can any really) but it is inefficient in comparison to the 0.74:1 Ratio Corvette Servo.

Fortunately the 4L60E has the benefit of Fluid on Both Sides of the Servo.
The Power-Glide for example does not have Fluid on the Release Side and has to rely on the Release Spring ONLY.
Servo Ratio in this case is substantially more Important for proper operation of the Band.
(Sonnax actually makes a great product to change this).


(Sonnax has an AMAZING Parts Selection for the Power-Glide!!!)

If anyone reading this does not really know what this "Ratio" is about...
It is (in the 4L60E) a Larger Area for Fluid to act on, in order to Release the Band, Than to Apply the Band.



There is an Ideal Ratio, and I feel it is the Corvette Ratio.

Band Holding Capability is another factor.
Going to a higher Ratio Servo like the Sonnax Part, will increase Band Holding Capability...
But So will the proper Hydraulic Calibrations, and so will a Wide Band.

Going too far past the Corvette Ratio Servo like the Superior Transmission Servo that does not use a Cushion Spring...
Requires changing all of my Orificing that Control the Band Apply and Release.
Unlike many Builders here, I do NOT have an operational #2 Check-Ball, and Plug it's Hole.
This makes the Orificing very Critical.

Superior also offers a Billet Servo that retains the Cushion Spring and is larger than the Corvette Servo, Similar to the Sonnax Servo, and not as large as the Original Superior Billet Servo.

I am leaving so much out...
But my head can not handle anymore...
Sorry.

 

As Vorteciroc said. He does not understand what he is telling us about the 4th apply servo when comparing the Performa Built verison versus the Sonnax type.
Same as for the seals (Teflon vs. Viton).
The Sonnax 2nd apply is good, however I do not like or think it is needed using "dual rings" on the servo. Many times on a build I find that I have to leave one of the outer apply seals off to get a good clean band release.
I know I am old. However, I find it hard to take anyone seriously with tattoos.

 

Good to see you on the Forum Dana!!


Give me a call regarding those Modifications that you requested anytime that is good for you.

 

Hi Grady,

This is so true. I regret so hard getting the sonnax billets. Too bad i didnt know what im doing.

My purpose was not drag racing. Installed them on my dialy driver, because its fancy billet super duper servos.
I remember when you have read my build, you dialed down my orfice sizes and i drilled according to what you said. And it still super harsh for a ride, its perfect on WOT tho.

I will go with a Corvette Servo and throw this sonnax stuff out soon.

--------------

For everyone reading this post in the future. Its been told here 1000 times by Maroon, Vortec and others, that Sonnax billet 2-4 is not made for a dialy driver. Its for racing only. Do not expect them to work smooth on part throttle

Ask me how i know.

 

I agree with Maroonmonsterls1 here for the 1-2 Corvette servo. I do use the Sonnax 4th servo a lot and I have not had any complaints yet on the 3-4 shift being to harsh at part throttle.

 

I have both 2nd and 4th Sonnax billet servos in my trans and it shifts great part throttle and WOT

Not saying they are better than the .093 vette style but the complaint of to harsh part throttle im not experiencing.

 

I believe that the shift holes require smaller hole sizes for the larger servos and some builders do not adjust them for vehicle size, weight & converter being used. there for they end up with either to harsh or too soft of a shift at times. HP work is not what the OE engineers had in mind when spec'ing out a transmission OE shift feel. That way builders are on a trial and error scenario. I even drilled my own 2-3 shift hole to small for very light throttle but just fine if 25% or greater throttle setting. Go figure...

 

My orifice sizes are as follows:
Band release - .104"
Rev input - .104"
3-4 clutch and 3-4 clutch signal - .110"
1-2 shift - .096"
2-3 shift - .140"
3-4 shift - .110"
Low/reverse - .093
Forward clutch - .086"

I do like the extra sealing rings with the Sonnax pistons as well as the rings on the servo pin.

 

To get by the additional drag of the dual Drings I found a th400 int servo return spring to replace existing spring works well.