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My whole life has been one big mechanical experience. From prehistoric lawnmowers in the late ’50’s when I was 5 years old to chainsaws, anything automotive and mechanical sucked me in and totally put me under a spell. Having the best parents in the world helped a lot because they supported anything I did, except being a bully or being dishonest or a bigot. With that in mind I got my first car when I was 14 years old, I never drove it on the street since you needed to be 16 years old to get a drivers license.

The transmission was bad in my 1958 Ford Thunderbird (the car cost me $150.00) and being the inquisitive guy I am, to buy a transmission was not in my cards, I had to take it out and do the repairs myself. I removed the transmission, bought a manual and got the transmission fixed and working great, eventually. A lot of luck and work went into that job. It seems that every car I have owned, I broke the transmission in.Until my dad taught me the lesson of pay for it yourself if you are going to abuse your car. That was a quick cure.

I owned a 1956 Porsche 356C for a few years as a teenager and found out fast that rear engined cars don’t like to ‘holeshotted’ from a dig very much. In laymen terms that means put the gas pedal to the floor and let the clutch out from a dead stop, which causes the rear tires to spin. Bad news on a car with a rear engine. Too much weight over the rear wheels.

My entire adult life has consisted of being one of the most savvy and qualified transmission people in the country (self proclaimed). I got into the business as a remove and replacement person when I was about 19 years old, learned fast how to be a rebuilder and took over every rebuilding shop that I worked at. Usually making the old timers angy at me. I understand now, a 20 year old punk outbuilding and diagnosing the cars and transmissions. Older mechanics resent that big time.

I owned my own shop from 1981 to 2006, and got lucky and sold it. Which allows me to write these blogs and answer transmission questions for people. I keep up to date on new transmissions and what goes wrong with them and how to effectively fix them.

Now a days, it is a much better value to buy transmissions from a large supply company who has the power to supply excellent  transmissions from used to rebuilt or new transmissions that are pre tested, guaranteed and ready to go. has proven themselves by outperforming the competition, putting their money into a superior product, as opposed to a lot of BS sensationalistic advertising. To buy transmissions at wholesale prices with rock solid guarantees, Call us @ 866-320-1182.

How to Identify the Right Chevy 4L60-E Transmission for Sale..

The Identification Process is best left to a professional who has experience in this matter. My reason for leaving you with this technical information is a way of making a strong impression on why it is so easy to deal with a specialty transmission supplier with the proper identification information and practical usable experience. There is no good reason to complicate the issue.

The Late 4L60-E transmissions had a three piece case of cast aluminum alloy; bell-housing, main case, and tail-housing. GM shortened the package to 21.9″ long – equivalent to a manual transmission of 15.4″.

The input shaft has 30 splines. The transmission typically has pinned flare & o-ring fittings on the passenger side for a cooling circuit. The transmission has a square oil pan.

The key distinction of the Later 4L60-E (1997-2006) from the Early 4L60-E (1992-1997) or 4L60 (1990-1992) or 700R4 (1982-1989) is the six-bolt “hex rear output or tail-housing / adapter pattern. The previous versions featured a four-bolt square bolt pattern at the adapter or tail-housing. Additionally, the removable bell-housing is also another distinguishing feature.

Two-wheel-drive versions have tail-housings and typically a longer output shafts than four-wheel-drive versions, which have various adapter assemblies and a shorter output shaft.

The transmission weighs 146 pounds dry, and 162 wet. It requires 8.4 quarts (9.64″ torque converter) or 11.4 quarts (11.81″ torque converter) of Dexron III fluid, which the factory claims to be a lifetime fill. Deep pan versions require as much as 14 quarts. Length and volume of the cooling circuit will vary and will require an additional amount.

The 4L60-E is found in nearly every GM rear-wheel-drive application, including the C/K Truck, Sonoma, Jimmy, Tahoe, Yukon, Astro, Safari, Suburban, Bravada, Firebird, Camaro and Corvette.

The chart below is a simple description of these Chevy transmissions using both the more common designations on the left and the factory technical designation on the right. I hope you get the idea. If your luck runs out and you need to buy one of our replacement Chevy Transmissions, call @ 866-320-1182.

GM’s alternative designations of these transmissions are:

  • 4L60E = M30
  • 4L65E = M32
  • 4L70E = M70

In fact, the “E” has now been removed, due to the fact that all GM automatics are now electronically controlled and the distinction is no longer useful.

4L60E Transmissions for Sale: Affordable and Ready for Delivery.

The General Motors 4L60-E is an automatic shift, four-speed overdrive, longitudinally positioned transmission. It is now considered to be the best rendition of the finest overdrive automatic transmission ever produced. Realistically speaking the lineage of transmissions for sale starting with the T-700 up to the T-4L70-E are probably the most common and successful transmissions in existence.

New Versions Rising
The 4L60E is now concurrently produced along with its strengthened progenitors; the 4L65-E and the 4L70-E. They share most components and improvements together. The 4L65-E was introduced in 2001 as an HD version of the 4L60-E. It has a stronger planetary and a strength-improved output shaft.

4L70-E transmission is a further improvement still, and share most components. However, these versions have strengthened and improved components for the significant power outputs of GM’s impressive line of Gen. III+ engines.

An interesting new feature on all versions of this four-speed automatic include an Input Shaft Speed Sensor, for more advanced transmission and engine control through the ECM. This sensor is located in the front pump assembly. It is to be fully implemented in all versions by 2008. Individuals swapping these parts through and across years should be aware of the compatibility issues that this may present.

With all of this in mind, it is easy to see where some mild confusion comes in when a situation occurs that requires a transmissions replacement. The representatives at have some very exacting ways to identify which model of transmission you have. Essentially they can identify the transmission if you have your vehicle identification number (VIN).

Staying on the cutting edge requires more effort on our part. Not only do we sell a quality product that outperforms other replacement transmissions, but we have them on hand, ready for immediate shipment. Our goal is to cure your pain without hurting your pocket book. Call us @ 866-320-1182 and find out which model of these excellent Chevy Transmissions is in your best interests.

Nissan Transmissions: Pathfinder Transmissions for Less..

Nissan Pathfinder transmissions with a harsh forward engagement problem..

Question: After starting car,and shifting into drive, car will lurch forward very hard (foot on brake,of course). This lurch does not happen if car is shifted into “reverse”.

Possibilities: Your wording almost provides me with a viable answer. However, I can’t actually see the vehicle, so this is an educated guess. For your information, I have over 30 years in diagnosing and repairing transmissions and helping customers out. I have read a few of the answers provided by folks on the forum. Those are answers provided by folks who don’t know a darn thing about transmissions.

By isolating the problem to the forward gears, in essence you have eliminated a fast idle problem because a fast idle has no idea what direction the transmission is going to drive the car. The most probable cause of your problem is a worn or flattened out cushion spring in the forward clutch pack. Specifically, this issue suggests the waved cushion spring is worn out and not providing the cushioning effect for a smooth engagement in drive and or the friction plates are worn so much that the clutch clearance in the forward clutch pack expands beyond specs and causes a harsh forward engagement. Or, both components are worn badly.

Reverse is not as much of a concern because we use reverse less. Thus making the possibilities of wear much less. There is no easy solution for this problem. If this is the problem, most transmission shops will try to sell you one of their transmissions. I have a better solution. One that will be a lot less expensive and may be more reliable.

If I owned your Nissan Pathfinder, my choice for a replacement transmission would be a low mileage used transmission. On an older vehicle this is a great way to go. We can outfit you with one of our pre tested and certified good, low mileage used transmissions at a fraction of what an independent rebuilder will cost and give you more peace of mind and confidence, without draining your pocket book.

Our used transmissions for sale are one of the best values in transmission replacement options. It allows people who like their old vehicles (like me) to have an affordable and reliable option in regard to choosing a transmission that is true value. Call @ 866-320-1182 and speak to a straight talking expert who has plenty of time to listen to your needs and provide you with a solution that is in your best interests, explained in a manner that you will understand.

Manual Transmissions: PT Crusier Transmissions

2001 PT Cruiser with a 2.4 L 4 cylinder engine. Has one of the 5 speed PT manual transmissions .

Question: I have a standard, 5-speed transmission and cannot shift into reverse gear; what could be the problem(s)?

Possibilities: Without being able to examine the car myself, I can only make suggestions. The bottom line in any situation like this is that an experienced and honest technician has to look at it. No realistic diagnosis can be made in an email answer any better than a doctor can diagnose why you have a stomach ache over the phone.

Before we determine if it is inside your transmission, lets check some external components and adjustments first:

1. Does the clutch pedal still start to engage at the same pedal height as when it went into reverse? If not, this may be a sign that your clutch may need adjusting or it may need to be replace.

2. Are you at a full stop?

3. Will it go into reverse when the engine is off?

4. It the shifter sloppy and somewhat inaccurate or tight and solid?

5. Is it harder to go into reverse cold? Is your climate cold? Possible wrong viscosicty fluid.

6. Does it grind when attempting to or while it goes into reverse?

Once these questions are answered then we can start to formulate a strategy for repair. Unless you have high mileage or have abused the car, the problem is probably an external issue. This is where a competent transmission shop can be helpful. A trained specialist can locate the problem fast and determine if you have an internal transmission problem or an external problem.

Should the problem be inside the transmission, you will have to make a big decision on what avenue is best to take. Generally speaking, most transmission repair shops are not well setup to fix standard transmissions. Most of them attempt to and many have success, but the price can be astronomical if you need many parts to produce a quality repair.

This is the time to think of a low mileage replacement transmission. For a fraction of what a quality repair will cost you, a low mileage used transmission that has been pre tested can be purchased for a fraction of the cost to make the repairs to your unit and provide real value and confidence. If you can get ahold of a used transmission with in the neighborhood of 40,000 miles on it, you have yourself a bargain.

Providing solid realistic answers to your questions is one of our strong points. Call @ 866-320-1182 for qualified answers to your questions. The goal is to help solve your problem. If that requires a replacement transmission we can help too. Our transmissions for sale far exceed the expectations of our customers, which is why we have been outperforming the competition for years. Enjoy our blog, we may have more valuable and interesting information for you.

Front Wheel Drive, Transaxles (FWD) Transmissions for Sale…

100% Satisfaction Guarantee on Front wheel Drive Transmissions

100% Satisfaction Guarantee on Front wheel Drive Transmissions

The automobile Citroën is the first successful mass-produced car with front-wheel-drive transmissions. Citroen is a French made car. Audi in Germany and Cord in the United States offered front-wheel drive uni-chassis somewhat later on. Unibody was first used by Ford extensively in the mid-sized and smaller cars like Mustang and Maverick in the 60’s, and is used universally by every auto manufacturer, except for truck or large SUV lines.

Inventors and experimenters actually produced an early runnable front wheel drive in the late 1800’s. At the time it was not a feasible way to propel the car, so back to rear wheel drive innovations. Essentially the one of a kind prototypes were experimental and maybe only one or two models at a time. It was not revisited until the 1930’s, when a production front wheel drive car was successfully produced. Although these were front wheel drive, they were not transaxles in the truest sense of the word.

The Citroen Traction Avant used a longitudinal, front wheel drive layout, with the engine set comfortably in the wheelbase, resulting in a excellent handling because of nearly perfect weight distribution.

The gearbox was mounted in a odd manner compared to the current crop of front wheel drives. With the engine behind the transmission assembly and the differential being the hot-dog in the middle, a layout shared with the later Renault 4 and first generation Renault 5. This setup is not a transaxle by definition, it is a FWD transmission bolted to a differential.

So how many people thought front wheel drive transmissions were invented about 40 years ago? Truth can be stranger than fiction sometimes. Other operational systems and methods of powering a car down the road have been tested in the infancy of automobiles without success. Only to be reinvented and put into practical use many years later. Read more of our blog for information related to your transmission. Call for any replacement transmission needs @ 866-320-1182.

Ford Transmissions: Performance Transmissions For Sale..

What is a transmission brake? Not a broken transmission.

An automatic transmission trans-brake for Ford Transmissions such as the C-6 is a modified or aftermarket valve body which puts the trans into first gear, and reverse gear at the same time. This is accomplished in part by supplying 12 volts to the valve body by a relay or solenoid. As long as power is supplied to the valve body the vehicle will not move. This allows the engine to be brought up to a higher rpm than what is possible when “foot brake” racing.

When the brake is engaged, there is no torque being applied to the drive-shaft, so the suspension is also in an unloaded state. When electrical current is removed from the brake, the reverse component of the trans is released, and torque is applied to the drive-shaft very abruptly. This shocks the tires harder, more like what a manual transmission car does when the clutch is released. Since the trans-brake is controlled by applying an electrical current, it is also the preferred method of controlling when the car launches when using delay boxes and other modern drag race electronics.

Transmission brakes are available for most of the American high performance cars on the road. It is an item basically for drag racing. I wanted to give a brief description of how a transmission brake works after writing a post on transmissions for sale the other day. sells transmissions more suitable for cars that are used on the road for normal purposes or trucks and work vehicles. Our transmissions are well rebuilt and upgraded in every way, except for a brake assembly. What ever reason you came across our site, remember that can supply you with one of our replacement transmissions that is in your best interests. Call us @ 866-320-1182.

Transmissions for Sale at The Lowest Prices, Guaranteed..

Transmissions for sale: Chevy T-400

Transmissions for sale: Chevy T-400

“Where Our Customers Send Their Friends”

When most of us think of brakes we think of the items that engage and slow you down when you push the break pedal. But if you are involved in street-and-strip racing cars, perhaps with the first (that I know of)  Chevy Transmissions that racing companies built a tranny brake for and you have a powerful 427″ engine in it with a traction surplus, a trans brake may be what you need.

<strong>What Is a Transmission Brake?</strong>

Available for most popular automatic transmission applications from companies like ATI for between $400 and $500, a trans-brake conversion consists of a few (reversible) case modifications and a specially modified valve body that’s equipped with an electric solenoid. A driver-operated push-button triggers the solenoid to move a shuttle valve, causing the transmission’s hydraulic circuitry to engage First and Reverse gears at the same time. If this sounds like a recipe for self-destruction, remember the car is not in motion when the activation button is depressed. With the transmission input-shaft effectively locked, the driver then mashes the accelerator pedal to the floor, giving the torque converter no option other than to slip until its absolute stall speed is reached. When the light turns green, the driver releases the activation button and the car explodes off the line. Once moving, the driver upshifts the transmission in the usual way.

Should trans-brake users be worried that the engine might over-rev and break when they mash the gas with the trans-brake button depressed? No. Although holding the pedal on the floor when the car isn’t moving yet goes against every hot rodder’s base instincts, the churning torque converter safely maintains enough resistance to limit engine speed. But for peace of mind, many users install a multi-step rev-limiter just in case, and to fine-tune the launch rpm to match track conditions.

<strong>Things to Consider</strong>

While a trans brake will typically produce a higher stall speed than foot-braking alone, it won’t transform a low-stall OE stock-er into a full race converter, so don’t look for miracles. Most manufacturers tell customers to move up to a trans brake only after they’ve already installed a torque converter that is well suited to their vehicle combination (weight, camshaft, gear ratio, traction potential, and so on). The best plan is to select a torque converter that, with the trans brake engaged, allows the motor to flash to within 200 rpm of its torque peak. There are plenty of chassis dynos in the land these days, so peak torque data is easily obtained for a modest investment.

Also, because trans-brake use requires modified staging and launch techniques on the already nerve-wracking launch pad, make the job as easy as possible. ATI suggests mounting the activation switch on the shift handle or steering wheel. With a little practice, it soon becomes second nature and you’ll discover that better reaction times are possible thanks to the consistent launch rpm versus the less repeatable method of pedal-juggling the launch stall speed. Also, most people are able to release a fingertip button more quickly than they can move their feet to lift the brake pedal and mash the gas, another reaction time benefit made possible by the trans brake.

Most importantly, a trans brake will likely subject the rear tires and suspension to increased torque. Earlier we used the term “traction surplus.” It describes the desirable condition in which full engine power can be applied to the pavement without tire slip. Installing a trans brake on a car that is already at its traction limit can cause the tires to spin and reduce performance. Buy bigger slicks!

The age-old practice of foot-braking the torque converter by applying the brakes while increasing throttle is only marginally effective. Eventually engine torque overcomes the ability of the wheel brakes to resist axle-shaft rotation, and the tires either break traction and spin or the car creeps forward before you want it to. Either way, full stall speed is not reached. When the light turns green, the engine is farther from peak torque than it could be, and performance suffers.

Trans brakes handily address this problem by uncovering every last bit of stall the converter has to offer so the engine is closer to its torque peak. That means there’s more grunt available to get you moving as quickly as possible when the race starts. As we know, the initial rate of acceleration from rest plays a vital role in cutting e.t. (elapsed time over 1/4 of a mile) Trans-brake users typically see a 1- to 2-tenth reduction in the time it takes to reach the 60-foot mark. If that seems inconsequential, remember a tenth on the starting line is roughly equal to a car length by the finish line.

I mention ATI in my article since that was my first experience with racing transmissions. ATI has been experimenting and developing all sorts of racing transmission equipment for over 35 years now. BYW: That was also my first job in the transmission business in the early 70’s. The Chevy transmissions dubbed the T-400 were the first transmissions to have a transmission break manufactured for it, soon to be followed by other transmissions made in that era.

Those were some fun days. The facts are that this is such a specialty and extremely expensive niche, not many people other than racers use this equipment, though we thought this may be interesting to you. To buy the best transmissions for sale that accommodate 99% of the majority of cars and trucks on the road, including stock and heavy duty purposes call @ 866-320-1182 and speak to a qualified representative about which one of our transmissions for sale fits your budget and matches your best interests.

Chevy Transmissions: Muncie 4 Speed M22 Rockcrusher..

Chevy Transmissions

Chevy Transmissions

“Where Our Customers Send Their Friends”

Chevy Transmissions: Muncie M22 “Rock Crusher 4 Speeds were made From 1965 TO 1974: The most popular transmission of it’s time for high performance cars built for Chevrolet and all performance oriented G.M cars. They have the same gear ratios as the legendary M21 but with a heavy duty gearset.

Well it was not designed so that you could go drag racing on Saturday night or impress girls in front of Burger King by doing massive hole shots. It was primarily designed as a road race transmission. The straighter angle of the gearset produced less heat and less end loading of the gear train. Combined with high impact alloy gears this 4 speed really pushed the limits of it’s aluminum case in drag race applications. Although the gears are not spur gears ( completely straight ) they still produced a fair amount of gear noise thus the “Rockcrusher” name. These 4 speeds sound like a blower drive whining.

When I owned a 1966 Corvette with the Rat Motor it came with a m22 transmission. After I broke two or three of them, which were all replace by used transmissions, I decided to rebuilt my own unit. So I got a hold of a set of low ratio gears, which were made for drag racing as opposed to road racing, my problem was solved.

Of course, once I solved my transmission breakage issues, I developed clutch breakage problems. That is an entire story in itself. Although the M-series transmissions are defunct, plenty of requests come in for used and rebuilt units. There are not any more used Muncie transmissions from that era available without getting lucky. You can buy Muncie transmissions from with high quality American made gears and bearings with a single phone call. The number is 866-320-1182. We have them in stock at affordable prices with an excellent warranty. Call now for immediate delivery.

Ford Transmissions: Built to Last, affordable pricing..

I have mentioned before that one of my first cars was a 1966 Shelby Mustang. It was one of the Hertz rental cars, and Hertz was selling it because the time was up for being a rental and they needed to sell it. I had been working at the local VW shop, which was my first official job since I was 15 years old and had saved the $1700.00 it was for sale at. My dad was and is still very cool and let me buy it. It’s only flaw was the tiny Ford transmissions called a C-4 that was used.

For most folks the C-4 may have been adequate, but it simply did not hold up under my driving style. Which was basically to enjoy the power it had as often as possible. This type of driving style cost me three rebuilt C-4 transmissions. I took the car to a local racing transmission and torque converter shop that was a few miles away. You may have heard of them, ATI or Automotive Transmissions Inc., the best racing transmission company in the world. In essence they were the first company and pioneers in research and development of racing hi stall speed torque converters and manual shift racing automatic transmissions.

After three major destructive failures, Jim Beatty, the owner of ATI told me he had a set of diagrams on how to install a Chevy T-400 transmission behind a Ford engine, the 289 engine. He said he needed the car for a month and would personally handle machining a bell housing from a Ford C-4 transmission, and then cut the bell-housing off the case of a T-400 transmissions and machine a new bolt pattern into the ford bell-housing to adapt to a Chevy T-400 racing transmission. He also had to build a custom racing torque converter that was spaced out with the proper depth to accommodate the difference in depth between a Ford torque converter and a Chevy ‘vereter’.

Sounds easy! Ha! I won’t go into the details of how this magic man did the machine work and eventually got the job done. Talk about a real unique subject of discussion and a work of art. I wish I still had that tranny, it would be worth a mint now. Perhaps one of the only ones ever made. This will make you sick, the transmission, torque converter, new shifter, cut the driveshaft, install it, and all of the other intense and precision work I don’t remember now only cost me 1700.00 bucks. In 1973.

That is precisely why I got into the broken transmission business, that was my first transmission job. From that point on, I was a transmission installer for a year and then had an opportunity t in 1979, and in 1981 started my transmissions shop, rebuilding transmissions and diagnosing problems until I was bought out in 2006.

Transmissions were expensive, and I loved the work, still do. Transmissions are still costly. The point I hope to have conveyed is that the right transmission suppliers can direct you and help you purchase the transmission that personally suits your interests. When it comes down to laying out the cash, choose the right transmission company. My choice now would be They have the educated and experienced representatives to help you choose the tranny that fits your needs the best. Call 866-320-1182 and spill your guts, we have plenty of time.