CPT specializes on racing and performance 4L60Es. We currently have our Ultra Pro Race builds eclipsing 1200 horsepower in C5 Corvettes.  Yes, the question is obvious. How can we do this, while many claim these transmissions won’t hold up in a typical 300 horsepower application? While the stock 4L60E has numerous design flaws and weak areas, they can all be corrected. The BIGGEST problem with the 4L60E is the huge lack of knowledge and qualified builders. There are too many “builders” out there who are promising things that are above their grade levels. This isn’t a transmission you’re going to build correctly, using at ATSG assembly manual or a YouTube video. It’s also not a transmission that you can just go in a parts catalog and order everything marked “Performance”, and expect it to work and/or last. You’re not going to be flipping burgers one day, and get a job at a big transmission conglomerate and call yourself an “expert” in 2 days because you manage to assemble the parts in the correct order.

I’ve been working with the 4L60E very closely since they came out in 1993. In sharp contrast to many “builders”, I actually have a comprehensive understanding of how they work. This requires knowledge of lube circuits, apply circuits, apply-rate, accumulation, clamping force, apply-pressure, hard parts strength, and clutch, band, and steel material. It’s very obvious when we get inside units built by others that most don’t possess these fundamentals.

Another reason the 4L60E has a bad reputation is due to unscrupulous “builders”. Many would be mortified if they saw some of the sub-standard work we see come through our shop. Those big name brands that use bad, cheap, worn, or damaged parts OR don’t include all the upgrade parts listed in their build sheets. When a customer pays good money, but doesn’t get the build knowledge or parts they’re expecting, they will often blame the transmission design.

A CPT 4L60E is much more than just a bunch of great parts thrown together. It has 25 years of experience, research and development to work with those parts. In this industry, you can be a “leader” or a “follower”. It’s easy to sit back and wait for someone else to solve all the inherent problems, and then just copy their work. Those who do so will never be able to excel. Having the understanding of the 4L60E allows me to be a LEADER. I’ve identified problems and solved them, while others still chase the same failures.

4L60E, 4L65E, 4L70E Builds & Pricing

Stock

Toledo paper and rubber kit

National front seal

Front seal retainer

National tail seal (Except 4x4)

Sealed Power filter

Farpak pan gasket

Babbit hook style pump bushing (don’t fall out like Teflon does)

Bronze case bushing

Bronze front sun gear bushings

TG .500” boost valve kit

Hardened pump rings

Borg Warner 29 element input sprag

“The Beast” sun shell

New aluminum 2ND, 4TH, and input accumulator pistons

Borg Warner Hi Energy 2-4 band

Borg Warner 3-4, forward, over run, reverse input, and low/reverse frictions

Raybestos steels

Heavy duty rear ring gear snap ring

New pressure solenoid, shift solenoids, and pressure switch manifold.


  

4L60E and 4L65E:

$950.00, plus 'hard parts', if any (Based on customer supplied core)


4L70E:

$1,000.00, plus 'hard parts', if any (Based on customer supplied core)

  

Core pricing:

SBC/LT1 core $300….

LS core....$400, unless customer intends to re-use their original bell housing. (Bell housing removal requires special 50 Torx Plus.)

4L65E, 4L70E and C5 Corvette Core pricing will be higher.


   

Performance

  

Toledo paper and rubber kit

National front seal

Front seal retainer

National tail seal (Except 4x4)

Sealed Power filter

Farpak pan gasket

Babbit hook style pump bushing (don’t fall out like Teflon does)

Bronze case bushing

Bronze front sun gear bushings

TG .500” boost valve kit

Hardened pump rings

Borg Warner 29 element input sprag

Borg Warner 4L65E low/reverse sprag

“The Beast” sun shell

“Corvette” 2ND servo

New aluminum 2ND, 4TH, and input accumulator pistons

Alto wide Red lined 2-4 band

Borg Warner forward, over run, reverse input, and low/reverse frictions

Raybestos steels

CPT 3-4 clutch pack

Heavy duty rear ring gear snap ring

CPT shift kit

New pressure solenoid, shift solenoids, and pressure switch manifold.


4L60E and 4L65E:

$1,100.00, plus 'hard parts', if any (Based on customer supplied core)

4L70E:

$1,150.00, plus 'hard parts', if any (Based on customer supplied core)


Core pricing:

SBC/LT1 core $300….

LS core....$400, unless customer intends to re-use their original bell housing.  (Bell housing removal requires special 50 Torx Plus.)

4L65E, 4L70E and C5 Corvette Core pricing will be higher.


Race

  

Toledo paper and rubber kit

National front seal

Front seal retainer

National tail seal (Except 4x4)

Sealed Power filter

Farpak pan gasket

Babbit hook style pump bushing (don’t fall out like Teflon does)

Sonnax “Wide” rear sun gear bushing

Bronze case bushing

Bronze front sun gear bushings

TG .500” boost valve kit

10 vane pump rotor kit (Don’t break like 13 vane rotors are known to)

Hardened pump rings

Sonnax “High RPM” pump slide spring

Borg Warner 29 element input sprag

Borg Warner 4L65E low/reverse sprag

“The Beast” sun shell

Fairbanks billet 2ND servo (We don’t reuse your stock “Corvette servo”)

Sonnax billet “dual piston” O/D servo (Allows WOT 3-4 upshift)

New aluminum 2ND, 4TH, and input accumulator pistons

Alto “Wide” red lined 2-4 band

CPT 3-4 clutch pack (Won’t burn up like others)

Borg Warner forward, over run, reverse input, and low/reverse frictions

Raybestos steels

Heavy duty rear ring gear snap ring

CPT shift kit

New reverse input housing (Now included/no longer a “hard part”)

New pressure solenoid, shift solenoids, and pressure switch manifold.


4L60E and 4L65E:

$1,400.00, plus 'hard parts', if any (Based on customer supplied core)

4L70E:

$1,450.00, plus 'hard parts', if any (Based on customer supplied core)


Core pricing:

SBC/LT1 core $300….

LS core....$400, unless customer intends to re-use their original bell housing.  (Bell housing removal requires special 50 Torx Plus.)

4L65E, 4L70E and C5 Corvette Core pricing will be higher.

   

Pro Race

  

Toledo paper and rubber kit

National front seal

Front seal retainer

National tail seal (Except 4x4)

Sealed Power filter

Farpak pan gasket

Babbit hook style pump bushing (don’t fall out like Teflon does)

Sonnax “Wide” rear sun gear bushing

Bronze case bushing

Bronze front sun gear bushings

TG .500” boost valve kit

Hardened pump rings

Sonnax “High RPM” pump slide spring

Borg Warner 29 element input sprag

Borg Warner 4L65E low/reverse sprag

“The Beast” sun shell

Fairbanks billet 2ND servo (We don’t reuse your stock “Corvette servo”)

Sonnax billet “dual piston” O/D servo (Allows WOT 3-4 upshift)

New aluminum 2ND, 4TH, and input accumulator pistons

Alto “Wide” red lined 2-4 band

CPT 3-4 clutch pack (Won’t burn up like others)

Borg Warner forward, over run, reverse input, and low/reverse frictions

Raybestos steels

Heavy duty rear ring gear snap ring

4L65E needle bearing style input support hub

Hardened output shaft

Billet steel 13 vane pump rotor (new for 2019)

National molded steel input piston set

Sonnax 2-3 shift valve

CPT shift kit

New reverse input housing (Now included/no longer a “hard part”)

New pressure solenoid, shift solenoids, and pressure switch manifold.


4L60E and 4L65E:

$1,900.00, plus 'hard parts', if any (Based on customer supplied core)

4L70E:

$1,950.00, plus 'hard parts', if any (Based on customer supplied core)


*Any vehicle using any power adder, is over 400 RWHP, is over 4000 LBS, or is using drag radials or slicks MUST be equipped with the additional billet steel output shaft. $450


Core pricing:

SBC/LT1 core $300….

LS core....$400, unless customer intends to re-use their original bell housing.  (Bell housing removal requires special 50 Torx Plus.)

4L65E, 4L70E and C5 Corvette Core pricing will be higher.

Ultra Pro Race

  

Toledo paper and rubber kit

National front seal

Front seal retainer

National tail seal (Except 4x4)

Sealed Power filter

Farpak pan gasket

Babbit hook style pump bushing (don’t fall out like Teflon does)

Sonnax “Wide” rear sun gear bushing

Bronze case bushing

Bronze front sun gear bushings

TG .500” boost valve kit

Hardened pump rings

Sonnax “High RPM” pump slide spring

Borg Warner 29 element input sprag

Borg Warner 4L65E low/reverse sprag

“The Beast” sun shell

Fairbanks billet 2ND servo (We don’t reuse your stock “Corvette servo”)

Sonnax billet “dual piston” O/D servo (Allows WOT 3-4 upshift)

New aluminum 2ND, 4TH, and input accumulator pistons

Alto “Wide” red lined 2-4 band

Borg Warner forward, over run, reverse input, and low/reverse frictions

Raybestos steels

Heavy duty rear ring gear snap ring

4L65E hardened, needle bearing style front support

National molded steel input piston set

Sonnax 2-3 shift valve

CPT shift kit

4L79 input drum with revised 3-4 clutch pack, steel collar, and billet over run piston.

Billet steel output shaft 

Billet steel pump rotor

New reverse input housing (Now included/no longer a “hard part”)

New pressure solenoid, shift solenoids, and pressure switch manifold.


$2,950.00 (With standard 4 pinion planetaries. If customer supplied 4L65E or 4L70E has reuseable original 5 pinion planetaries, they will be reinstalled) (Based on customer supplied core)


$3,350.00 (With ORIGINAL GM 5 pinion planetaries) (Based on customer supplied core)


Core pricing:

SBC/LT1 core $300….

LS core....$400, unless customer intends to re-use their original bell housing.  (Bell housing removal requires special 50 Torx Plus.)

4L65E, 4L70E and C5 Corvette Core pricing will be higher.