I am considering doing another stage of juice. I will hit a 50 at 3000 and hit the 200 at 4400. My 4L65E has stock clutchs, pump, and reaction shell. I think it is living on borrowed time. I get them rebuilt for free so all I have to do is buy the parts. We drill the spacer plate, servos, and turn the pressure control solenoid 3/4 of a turn. All of our trannys live better than most aftermarkets, but none of them has ever been beat on with 677rwtq trying to push 4500lbs.
All of our tranmissions are built with GM parts and we have had no complaints so far. What should I buy to make it last? Reaction shell and clutchs, what else?
Thanks for the help.

 

Fact of the matter is, it's only going to last so long with that kind of abuse, especially in a heavy truck with a heavy drivetrain (driveshaft, big rear diff, big rear rotors, heavy wheels/tires).

Forward sprags seem common in high torque applications, I'd upgrade that. Also, do a TransGo kit, Beast sunshell, upgrade the clutches (the new Raybestos 14 plate setup seems to be holding nice for the 3/4), upgrade the band, that should be about as sturdy as it will get. You already have 5 pinion planets so you're set there.

 

800 foot pounds? It's not going to last. Even the best of the aftermarket parts will be overworked under that kind of torque. The only possible chance of it living at all under that power is running a stock converter stalled as low as possible, shift it firmly but not hard, and use stock levels of torque management. If it doesn't frag you'd be lucky to get 10K out of it.

I ran the best of all available parts including the 5-sun GM planetaries, Raybestos kevlar band and Blue-Plate Special clutches, TorqueDrive hardened input shaft and drum, "The Beast" extreme duty hardened and balanced reaction shell, Torque Master reaction carrier shaft, Borg-Warner double cage sprag, Corvette servo, full TransGo shift kit set up to stage one but no washers, B&M cast aluminum 4L60-E pan, 5500 RPM shiftpoints. It also had a 10.5" 2900RPM-stall torque converter.

I'm making almost 600ft/lbs at the crank and the above combination lasted 23,000 miles finally coming to an end with 3-4 clutch failure.

You can tell from my sig that I gave up on 4L6X. The reality is that it's just a medium-duty 2-speed with overdrive and was conceived with economy in mind back when it was the 700R4.

 

The 65E won't take 800 ft/lbs. It's got to be a misprint.

 

no misprint...more of semantics. they say 800ftlbs at the input shaft (AFTER converter tq multiplication)...so at the engine you're talking 300-350ft-lbs....maybe 400ftlbs

 

Well where would be the best and cheapest place to buy the parts? Transmission Center on the web seems cheap.

 

in a 65E i upgraded for someone with raybestos blue plate and steel kit, raybestos pro kevlar band, superior shift kit, both superior billet servo's, and sonnax boost valve, it broke the input shaft and the drum on the 2-3 shift. if you plan to put down that much power and hope it works, i'd recomend getting the upgraded drum with collared input shaft.

 

i dont see any L60/L65/700R4 based tranny living behind 800 ft. lbs. that is SERIOUS torque. there are guys going 10s on 4L60s but they're doing it in cars that are 1000 pounds lighter and make 300 less ft. lbs. of torque.

i would say you're on borrowed time unfortunately.

 

Is there any kits available with all of these parts? I have been searching and found them all seperate or as complete trannys, no kits are available.