Description
Description
Chevrolet Supermatic 4L85E four speed automatic transmission. If an automatic valve body is used this will require the use of a standalone transmission controller.
Performance Specifications
- 4L85E Level 5 Pro Series
- Rated up to: 2,000 Hp at the crankshaft
- Rated up to: 1,900 Ft-lbs. of torque at the crankshaft
- Converter: Custom Built & Custom Stalled 10" multi disk lock-up Billet Yank Performance Converter
- Stall: 3200+
Build Details
- Master Overhaul Kit with Hardened Steels
- Raybestos Stage 1 Frictions
- High Flow Filter
- Transgo Reprogramming Kit w/ Valve Body Recalibration & shift command
- GEARSTAR Full Race Shift Kit
- Carbon Fiber Heavy Duty Reverse band
- Wide Carbon Fiber Kickdown Band
- New Bearing Kit
- A New Bushing Kit
- New Thrust Washer Kit
- New Low Roller Sprag
- 300M Hardened Input Shaft
- 300M Hardened Intermediate Shaft
- 300M Forward Hub
- High-Capacity Pump Assembly with New Gears
- New 5 Pinion Reaction Planetary Gear Set
- New 5 Pinion Low Planetary Gear Set
- Extra Capacity 2nd Gear Clutch Assembly
- Extra Capacity 3rd Gear Super Drum with Wide Heavy Duty Sprag, Race, and Modified Plates
- Heavy Duty 2nd Gear Apply Piston
- New Shift Solenoids
- New EPC Solenoid
- A New PWM Solenoid
- New Manifold Pressure Switch
- New Input & Output Speed Senor
- A New Internal Wiring Harness
- Updated Boost Valve
- Updated TCC Regulator Valve
- Blueprinted Pump & Valve Body
- Transmission Mount
- Billet Direct Drum with 36 Element Oversized Sprag with higher capacity frictions
- Billet Sprag Case (versus OE plastic)
- REID Super 80 SFI Approved case
- Reid Super 80 SFI Approved bellhousing
- Reid Tailhousing for either roller bearing or bushing style yoke
- GM 4L80E/ 4L85E
Dimensions
- Measurements are taken from mounting surface where trans meets engine block to the tip of the tailshaft
- Total Length: 31"
- Distance to trans mount center: 30 1/2"
Notes
- **Options available for a full manual reverse pattern valve body with or without a transbrake
Due to the condition and availability of rebuildable transmission cores, we often have to tear down and inspect as many as three transmission cores to obtain one usable core. This increased labor and material cost is the primary reason for the recent increase in our core charge.
To help avoid the core charge, we encourage customers to send us their transmission core to be rebuilt whenever possible. Alternatively, if you purchase a new transmission from us, you can return your original transmission core after installation, provided it is received within the applicable return period and meets our core acceptance requirements.
