|
|
 | | TCI® Street Transmissions | Series Explained | |
|
Triple Tested Quality
We go the extra mile to ensure your transmission is superior in both form and function.
Beginning with a careful inspection of the transmission case and components that will be used, we replace stock parts with high performance bands and components where applicable. We increase fluid flow, lubrication system and thrust capacity. Problematic hard parts are replaced with stronger components, many of which we fabricate ourselves at our in-house machining centers. Valve bodies are completely remanufactured and 100% tested prior to installation. Finally, each and every TCI® transmission must pass both a static hydraulic pressure test during assembly and a final dyno test prior to shipping. That's Triple Tested so you can be confident you're getting a transmission that's ready to rock.
|
| Sizzler® Transmissions
The economical TCI® Sizzler® is ideal for vehicles that are powered by engines producing up to 300 horsepower. Perfect for a mild daily driver or a Street Rod. Equipped with a TCI® automatic valve body with a Valve Body Improver Kit, it allows you to achieve a firmer, yet not too harsh shift in the vehicle and remains fully automatic. Retains the stock shift pattern. For the system to operate properly, all throttle linkage, vacuum lines and kick-down components must be connected.
The TCI® Sizzler® transmission features: special clutches and bands, an improved lubrication system, chrome-plated, TCI-logo transmission pan, increased thrust capacity, more torque capacity with less slippage, as well as being TCI® factory blueprinted, inspected and dyno tested. TCI® has long set the standard which others are judged by, and they are the name you can trust for dependable performance, day after day, mile after mile.
StreetFighter® Transmissions
The TCI® StreetFighter® transmission is tough enough to withstand the rigors of even the toughest street machines. It is ideal for vehicles powered by engines producing 450 horsepower with a non-supercharged system using pump gasoline. Equipped with our 100% tested, Manual/Automatic valve body, most units allow you to manually shift the vehicle into each gear change or, by placing it in the drive position, remain fully automatic. In either mode, you get a racetrack shift that bangs through the gears and shaves time off your ET's. When you use the manual gear selection feature, the StreetFighter® upshifts and downshifts right when you move the lever, with no lag or governor override. When you select the normal drive position, the transmission retains positive, automatic shifts for the ease of driving you look for in an automatic transmission.
The TCI® StreetFighter® transmission features: special clutches and bands, an improved lubrication system, new sprags/roller clutches, chrome-plated, TCI®-logo transmission pan, increased thrust capacity, higher line pressure for extra firm shifts & greater torque capacity with less slippage, as well as being TCI® factory blueprinted, inspected and dyno tested.
Super StreetFighter™ Transmissions
The TCI® Super StreetFighter™ transmission bridges the gap between our StreetFighter® series and our full Competition series transmissions. It is intended for normally aspirated vehicles powered by engines producing up to 600 horsepower. Like our StreetFighter® units, these are equipped with our 100% tested, Manual/Automatic valve body. That means that most units allow you to manually shift the vehicle into each gear change or, by placing it in the drive position, remain fully automatic. In either mode, you get a racetrack shift that bangs through the gears and shaves time off your ET's. When you use the manual gear selection feature, the Super StreetFighter™ upshifts and downshifts right when you move the lever, with no lag or governor override. When you select the normal drive position, the transmission retains positive, automatic shifts for the ease of driving you look for in an automatic transmission.
Typical TCI® Super StreetFighter™ transmission features are Red Eagle® clutches, Kolene® treated steel plates, Red Eagle®-lined, extra-wide Powerbands™, larger diameter servo assemblies, an improved lubrication system, new sprags/roller clutches (upgraded in certain models), enhanced hard parts where applicable, chrome-plated, TCI®-logo transmission pan, increased thrust capacity, higher line pressure for extra firm shifts & greater torque capacity with less slippage, as well as being TCI® factory blueprinted, inspected and dyno tested.
6X Six-Speed Transmission
Using the latest developments in drivetrain technology, TCI® has recently developed an innovative automatic transmission for Pro Touring, street and all-out race vehicles. Designed for GM SBC, BBC and LS applications, the 4L80E-based TCI® 6x Six-Speed Automatic Transmission is a fully programmable transmission that gives you six forward gears (2.97, 2.23, 1.57, 1.18, 1.00, 0.75) for quicker acceleration and increased fuel economy at cruising speeds and is capable of handling up to 850 horsepower. |
 | | TCI® Street Transmissions | Sizzler® | |
| The economical TCI® Sizzler® is ideal for vehicles that are powered by engines producing up to 300 horsepower. Perfect for a mild daily driver or a Street Rod. Equipped with a TCI® automatic valve body with a Valve Body Improver Kit, it allows you to achieve a firmer, yet not too harsh shift in the vehicle and remains fully automatic. Retains the stock shift pattern. For the system to operate properly, all throttle linkage, vacuum lines and kick-down components must be connected. |
| The TCI® Sizzler® transmission features: special clutches and bands, an improved lubrication system, chrome-plated, TCI-logo transmission pan, increased thrust capacity, more torque capacity with less slippage, as well as being TCI® factory blueprinted, inspected and dyno tested. TCI® has long set the standard which others are judged by, and they are the name you can trust for dependable performance, day after day, mile after mile.
Triple Tested Quality
We also go the extra mile to ensure your transmission is superior in both form and function. Beginning with a careful inspection of the transmission case and components that will be used, we replace stock parts with high performance bands and components where applicable. We increase fluid flow, lubrication system and thrust capacity. Problematic hard parts are replaced with stronger components, many of which we fabricate ourselves at our in-house machining centers. Valve bodies are completely remanufactured and 100% tested prior to installation. Finally, each and every TCI® Sizzler® transmission must pass both a static hydraulic pressure test during assembly and a final dyno test prior to shipping. That's Triple Tested so you can be confident you're getting a transmission that's ready to rock.
Things you should know...
- A TCI® Sizzler® transmission and torque converter is a bolt-in operation in most cases. Be sure to closely review the application charts to help ensure proper fit. In case of custom and unusual applications, it is wise to contact our technical line 662-224-8972 for a part number recommendation. For questions or comments, use our tech fax at 662-224-8644 or e-mail us
- Due to the many differences among car models, some TCI® transmissions do not come with a shift lever or linkage. It is advisable to retain and use the original shift lever.
- Exchanging transmissions may cause the speedometer to read differently. It may be necessary for you to change, speedometer gears for your application.
- Transmissions do not come with dipstick or crossmember mount
- Transmission pan bolts may loosen during shipment. Be sure to check torque of pan bolts during installation.
Torqueflite Notes:
Beginning in 1978 for Chrysler and 1979 for AMC a lock-up torque converter was used in many transmissions. You cannot interchange a lock-up converter for a non-lock converter.
When changing to an aftermarket torque converter it may be necessary to replace the OEM flexplate and mounting bolts
Ford C4 Notes:
1965-69 applications can use the TCI® StreetFighter® transmission by using a 1970 & later 26-spline torque converter with the transmission.
All C4 transmissions are shipped minus bellhousing due to many different applications. Contact us for assistance if you require a bellhousing prior to ordering.
Ford C6 Notes:
When ordering please reference if existing transmission has a shift lever which points up or down.
GM 700R4 (4L60) Notes:
30 spline transmissions can be installed in the 1984 & earlier vehicles by using 30-spline torque converter with the transmission.
All lock-up TCI® 700R4 transmissions have the TCI® universal wiring kit (part # 376600) installed and may be wired independent of the vehicle computer. This also allows for easy retrofit into earlier non 700R4 equipped applications.
Not a replacement for the 4L60E application which started production in 1993.
|
| Part # |
Description |
Engine |
Lock-Up/Non Lock-Up |
Notes |
| Chrysler |
111138  |
Chrysler 1967-1979 Torqueflite 727, small block, non lock-up, 18 3/8" tailshaft
|
318, 340, 360
|
Non Lock-Up
|
|
|
111038 |
Chrysler 1967-1979 Torqueflite 727, big block, non lock-up, 18 3/8" tailshaft
|
383, 400, 426, 440
|
Non Lock-Up
|
|
|
111338 |
Chrysler 1967 & later Torqueflite 904, small block V8
|
318, 340, 360
|
Non Lock-Up
|
|
| Ford |
|
411038 |
Ford C6 1966 & later, FE, 13 ½" tailshaft
|
332, 352, 390, 406, 427, 428
|
Non Lock-Up
|
|
|
411238 |
Ford C6 1966 & later, 13 ½" tailshaft
|
351M, 400, 429, 460
|
Non Lock-Up
|
|
|
411438 |
Ford C6 1966 & later, 13 ½" tailshaft
|
289, 302, 351C, 351W
|
Non Lock-Up
|
|
|
511238 |
Ford C4 1970-82, small bellhousing, (dipstick goes into the transmission case), 26-spline input shaft
|
289-351
|
Non Lock-Up
|
|
|
511638 |
Ford C4 1970-82, large bellhousing, (dipstick goes into the transmission pan), 26-spline input shaft
|
289-351
|
Non Lock-Up
|
|
| GM |
|
371038 |
GM 1984-93 700R4, 30 spline, 30 ½" overall length
|
Chevrolet V8
|
Lock Up
|
1
|
| Chevrolet |
|
311038 |
Chevrolet TH350 non lock-up, w/ 6" tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
|
311098 |
Chevrolet TH350 non lock-up, w/ 9" tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
Notes
- 1 - Will also retrofit in 1982-84 applications with use of a 30 spline torque converter
| | | TCI® Street Transmissions | StreetFighter® | |
| The TCI® StreetFighter® transmission is tough enough to withstand the rigors of even the toughest street machines.It is ideal for vehicles powered by engines producing 450 horsepower with a non-supercharged system using pump gasoline. Equipped with our 100% tested, Manual/Automatic valve body, most units allow you to manually shift the vehicle into each gear change or, by placing it in the drive position, remain fully automatic. In either mode, you get a racetrack shift that bangs through the gears and shaves time off your ET's. When you use the manual gear selection feature, the StreetFighter® upshifts and downshifts right when you move the lever, with no lag or governor override. When you select the normal drive position, the transmission retains positive, automatic shifts for the ease of driving you look for in an automatic transmission. |
|
Triple Tested Quality
We also go the extra mile to ensure your transmission is superior in both form and function. Beginning with a careful inspection of the transmission case and components that will be used, we replace stock parts with high performance bands and components where applicable. We increase fluid flow, lubrication system and thrust capacity. Problematic hard parts are replaced with stronger components, many of which we fabricate ourselves at our in-house machining centers. Valve bodies are completely remanufactured and 100% tested prior to installation. Finally, each and every TCI® Sizzler® transmission must pass both a static hydraulic pressure test during assembly and a final dyno test prior to shipping. That's Triple Tested so you can be confident you're getting a transmission that's ready to rock.
Things you should know...
A TCI® StreetFighter® transmission and torque converter is a bolt-in operation in most cases. Be sure to closely review the application charts to help ensure proper fit. In case of custom and unusual applications, it is wise to contact our technical line 662-224-8972 for a part number recommendation. For questions or comments, use our tech fax at 662-224-8644 or e-mail us. Due to the many differences among car models, some TCI® transmissions do not come with a shift lever or linkage. It is advisable to retain and use the original shift lever. Exchanging transmissions may cause the speedometer to read differently. It may be necessary for you to change, speedometer gears for your application. Transmissions do not come with dipstick or crossmember mount. Transmission pan bolts may loosen during shipment. Be sure to check torque of pan bolts during installation.
Torqueflite Notes:
Beginning in 1978 for Chrysler and 1979 for AMC a lock-up torque converter was used in many transmissions. You cannot interchange a lock-up converter for a non-lock converter. When changing to an aftermarket torque converter it may be necessary to replace the OEM flexplate and mounting bolts.
Ford AOD Notes:
Due to the wide variety of OEM shift levers, you may be required to transfer the shift lever originally used with your vehicle to your new transmission. Contact us for assistance.
Ford C4 Notes:
1965-69 applications can use the TCI® StreetFighter® transmission by using a 1970 & later 26-spline torque converter with the transmission. All C4 transmissions are shipped minus bellhousing due to many different applications. Contact us for assistance if you require a bellhousing prior to ordering.
Ford C6 Notes:
When ordering please reference if existing transmission has a shift lever which points up or down.
GM 700R4 (4L60) Notes:
30 spline transmissions can be installed in the 1984 & earlier vehicles by using 30-spline torque converter with the transmission. All lock-up TCI® 700R4 transmissions have the TCI® universal wiring kit (part # 376600) installed and may be wired independent of the vehicle computer. This also allows for easy retrofit into earlier non 700R4 equipped applications. Not a replacement for the 4L60E application which started production in 1993.
GM 4L60E Notes:
Due to the wide variation in configurations from year-to-year & model-to-model, it is recommended that you contact us directly for assistance before placing an order with a distributor. Among the items we'll need to verify are year model, case style (1-piece or 2-piece), tailhousing style, etc.
|
| GM Overdrive Transmissions |
| Transmission Dimensions |
A |
B |
C |
D |
E |
| 2004R (Bellhousing fits-all) |
27-11/16" |
27-11/16" |
27" |
3-3/4" |
19-1/8" |
| 700R4 & 4L60E (1993-1995) (Bellhousing-Chevy V8); S-10 & S-15 V6, all ex. Corvette |
30-3/4" |
23-3/8" |
22-1/2" |
3-3/4" |
20" |
| 700R4 Corvette*1 (1984-1996) |
29-7/8" |
23-3/8" |
22-1/2" |
3-3/4" |
20" |
| 4L60E (1996-later w/ removable bellhousing) All except Corvette |
30 3/4" |
21 3/4" |
23 3/6" |
3 3/4 |
18 1/4" |
| 1 - TCI® offers a StreetFighter® transmission as a direct bolt-in replacement for the C4-platform Corvette OEM 700-R4. These units have a specific tailhousing assembly and a 1.125" shorter output shaft than a standard 700R4 transmission. These units contain the same components provided in all StreetFighter® transmissions. |
|
| Part # |
Description |
Engine |
Lock-Up/Non Lock-Up |
Notes |
| AMC |
|
601000 |
AMC '72 & Later Torque Command 727
|
290, 303, 304, 360, 390, 401
|
Non Lock-Up
|
|
|
601100 |
AMC '72 & Later Torque Command 904
|
290, 303, 304, 360, 390, 401
|
Non Lock-Up
|
|
| Chrysler |
|
111100 |
Chrysler '67-'79 Torqueflite 727, Small Block, 18 3/8" Tailshaft
|
318, 340, 360
318, 340, 360
|
Non Lock-Up
Non Lock-Up
|
|
|
111000 |
Chrysler '67-'79 Torqueflite 727, Big Block, 18 3/8" Tailshaft
|
383, 400, 426, 440
|
Non Lock-Up
|
|
|
111300 |
Chrysler '67 & Later Torqueflite 904, Small Block V8
|
318, 340, 360
|
Non Lock-Up
|
|
|
113000 |
Chrysler '93-'95 A518 LU
|
318, 340, 360
318, 340, 360
|
Lock-Up
Lock-Up
|
|
| Ford AOD |
|
431000 |
Ford 4 Speed Overdrive, '80 & Later
|
5.0L, 5.8L
|
Lock-Up
|
|
|
431200 |
Ford 4 Speed Overdrive, '80 & Later
|
5.0L, 5.8L
|
Non Lock-Up
|
6
|
| Ford C-6 |
|
411000 |
Ford C-6 '66 & Later, FE, 13 1/2" Tailshaft
|
332, 352, 390, 406, 427, 428
|
Non Lock-Up
|
|
|
411200 |
Ford C-6 '66 & Later, 13 1/2" Tailshaft
|
351M, 400, 429, 460
|
Non Lock-Up
|
|
|
411400 |
Ford C-6 '66 & Later, 13 1/2" Tailshaft
|
289, 302, 351C, 351W
|
Non Lock-Up
|
|
| Ford C-4 |
|
511200 |
Ford C-4 '70-'82, Small Bellhousing (Dipstick Goes Into The Transmission Case) 26-Spline Input Shaft
|
289-351
|
Non Lock-Up
|
|
|
511600 |
Ford C-4 '70-'82 Large Bellhousing (Dipstick goes into the transmission pan), 26-spline input shaft
|
289-351
|
Non Lock-Up
|
|
| GM TH-700-R4/TH200-4R |
|
373000 |
GM '84-'92 Corvette, 30 Spline, 29 7/8" Overall Length *1
|
Chevrolet V8
|
Lock-Up
|
|
|
373060 |
GM '84-'92 Corvette, 30 Spline, 29 7/8" Overall Length *1
|
Chevrolet V8
|
Non Lock-Up
|
8
|
|
371000 |
GM '84-'93 TH-700R4, 30 spline, 30 1/2" Overall Length *2
|
Chevrolet V8
|
Lock-Up
|
|
|
371060 |
GM '84-'93 TH-700R4, 30 spline, 30 1/2" Overall Length *2
|
Chevrolet V8
|
Non Lock-Up
|
8
|
|
371004 |
GM '84-'93 TH-700R4, 30 spline, 30 1/2" Overall Length *2
|
Chevrolet V8
|
Lock-Up
|
9
|
|
372000 |
GM '82-'92 TH-700R4, S10, S15, 2WD, 27 Spline
|
2.8 L V6, 2WD
|
Lock-Up
|
|
|
372060 |
GM '82-'92 TH-700R4, S10, S15, 2WD, 27 Spline
|
2.8 L V6, 2WD
|
Non Lock-Up
|
|
|
372400 |
GM '82-'92 TH-700R4, S10, S15, 4WD, 27 Spline
|
2.8 L V6, 4WD
|
Lock-Up
|
|
|
372460 |
GM '82-'92 TH-700R4, S10, S15, 4WD, 27 Spline
|
2.8 L V6, 4WD
|
Non Lock-Up
|
|
|
381500 |
GM '81-'90 TH-2004R, 27 Spline
|
Chevy, Olds, Pontiac V8
|
Lock-Up
|
|
|
381060 |
GM '81-'90 TH-2004R, 27 Spline
|
Chevy, Olds, Pontiac V8
Buick Turbo Regal V6
|
Non Lock-Up
Non Lock-Up
|
8
8
|
|
381000 |
GM '83-'87 TH-2004R, 27 Spline
|
Buick Turbo Regal V6
|
Lock-Up
|
3
|
|
381060 |
GM '83-'87 TH-2004R, 27 Spline
|
|
|
|
| GM Turbo-Hydramatic |
|
311000 |
Chevrolet TH-350 Non lock-up, with 6" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
|
311010 |
Chevrolet TH-350 Non lock-up, with 6" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
10
|
|
311079 |
Chevrolet TH-350 Non lock-up, with 6" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
11
|
|
311090 |
Chevrolet TH-350 Non lock-up, with 9" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
|
311012 |
Chevrolet TH-350 Non lock-up, with 12" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
|
311100 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 6" Tailshaft
|
All B.O.P.
All B.O.P.
|
Non Lock-Up
Non Lock-Up
|
|
|
311110 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 6" Tailshaft
|
All B.O.P.
All B.O.P.
|
Non Lock-Up
Non Lock-Up
|
4
4
|
|
311190 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 9" Tailshaft
|
All B.O.P.
All B.O.P.
|
Non Lock-Up
Non Lock-Up
|
|
|
211000 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
All Chevrolet
All Chevrolet
|
Non Lock-Up
Non Lock-Up
|
|
|
211010 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
All Chevrolet
All Chevrolet
|
Non Lock-Up
Non Lock-Up
|
4
4
|
|
211015 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
All Chevrolet
All Chevrolet
|
Non Lock-Up
Non Lock-Up
|
5
5
|
|
211090 |
Chevrolet TH-400 Non Variable Pitch, with 9" Tailshaft, Large Yoke
|
All Chevrolet
All Chevrolet
|
Non Lock-Up
Non Lock-Up
|
|
|
211300 |
Buick, Olds, Pontiac TH-400 Non Variable Pitch, with 4" Tailshaft, Large Yoke
|
All B.O.P.
|
Non Lock-Up
|
|
|
211310 |
Buick, Olds, Pontiac TH-400 Non Variable Pitch, with 4" Tailshaft, Large Yoke
|
All B.O.P.
|
Non Lock-Up
|
4
|
|
211390 |
Buick, Olds, Pontiac TH-400 Non Variable Pitch, with 9" Tailshaft, Large Yoke
|
All B.O.P.
|
Non Lock-Up
|
|
|
211312 |
Buick, Olds, Pontiac TH-400 non variable pitch, w/ 12" tailshaft, large yoke
|
All B.O.P.
|
Non Lock-Up
|
|
| GM Elec |
|
371010 |
GM '96-'97 4L60E
|
B-body *12
|
Lock-Up
|
7
|
|
371015 |
GM '98-'00 4L60E
|
Vortec Truck *13
|
Lock-Up
|
7
|
|
371016 |
GM '00-'03 4L60E
|
LS-Style Truck *14
|
Lock-Up
|
7
|
|
371020 |
GM '96-'97 4L60E
|
LT1 F-Body *15
|
Lock-Up
|
7
|
|
371030 |
GM '93-94 4L60E
|
B-Body *12
|
Lock-Up
|
7
|
|
371035 |
GM '95 4L60E
|
B-Body *12
|
Lock-Up
|
7
|
|
371040 |
GM '94 4L60E
|
LT1 F-Body *15
|
Lock-Up
|
7
|
|
371045 |
GM '95 4L60E
|
LT1 F-Body *15
|
Lock-Up
|
7
|
|
371050 |
GM '98-'02 4L60E
|
LS1/LS2 F-Body *15
|
Lock-Up
|
7
|
|
373010 |
GM '93-'94 4L60E
|
Corvette
|
Lock-Up
|
7
|
|
373015 |
GM '95 4L60E
|
Corvette
|
Lock-Up
|
7
|
|
373016 |
GM '96 4L60E
|
Corvette
|
Lock-Up
|
7
|
|
373020 |
GM '97-'03 4L60E
|
Corvette
|
Lock-Up
|
7
|
|
271000 |
GM '93-'96 4L80E, 30-Spline
|
Chevrolet V8
|
Lock-Up
|
7
|
|
271100 |
GM '97 & Up 4L80E, 30-Spline
|
Chevrolet V8
|
Lock-Up
|
7
|
Notes
- 1 - Corvette 700R4 comes with a unique tailhousing assembly and is 1.125" shorter than a standard 700R4. For C4 Corvettes only
- 2 - Will also retrofit in 1982-84 applications with use of a 30 spline torque converter
- 3 - Will plug directly in OEM ECU. Built with properly calibrated valve body, governor and servo.
- 4 - With special low gear planetary installed (TH350 - 2.75 low/TH400 -2.75 low, 1.57 2nd)
- 5 - Extra heavy duty version with Red Eagle clutches & treated steels
- 6 - Must be used with a TCI non lock-up AOD converter
- 7 - Requires a TCI TCU to operate the transmission and torque converter functions when used with pre-1993 applications.
- 8 - Must be used with non lock-up converters
- 9 - Equipped with an electronic speed sensor rotor on output shaft
- 10 - With 2.75 low gear
- 11 - With 327900 (stock drum, HD sprag assembly)
- 12 - B-body designates Caprice, Impala, Fleetwood, Roadmaster
- 13 - 4.3, 5.0, 5.7 liter engines
- 14 - 4.8, 5.3, 6.0 liter engines
- 15 - F-body designates Camaro & Firebird
 | | TCI® Street Transmissions | Super StreetFighter® | |
|
The TCI® Super StreetFighter™ transmission bridges the gap between our StreetFighter® series and our full Competition series transmissions. It is intended for normally aspirated vehicles powered by engines producing up to 600 horsepower. Like our StreetFighter® units, these are equipped with our 100% tested, Manual/Automatic valve body. That means that most units allow you to manually shift the vehicle into each gear change or, by placing it in the drive position, remain fully automatic. In either mode, you get a racetrack shift that bangs through the gears and shaves time off your ET's. When you use the manual gear selection feature, the Super StreetFighter™ upshifts and downshifts right when you move the lever, with no lag or governor override. When you select the normal drive position, the transmission retains positive, automatic shifts for the ease of driving you look for in an automatic transmission.
|
| Typical TCI® Super StreetFighter™ transmission features are Alto Red Eagle® clutches, Kolene® treated steel plates, Red Eagle®-lined, extra-wide Powerbands™, larger diameter servo assemblies, an improved lubrication system, new sprags/roller clutches (upgraded in certain models), enhanced hard parts where applicable, chrome-plated, TCI®-logo transmission pan, increased thrust capacity, higher line pressure for extra firm shifts & greater torque capacity with less slippage, as well as being TCI® factory blueprinted, inspected and dyno tested.
Triple Tested Quality
We also go the extra mile to ensure your transmission is superior in both form and function. Beginning with a careful inspection of the transmission case and components that will be used, we replace stock parts with high performance bands and components where applicable. We increase fluid flow, lubrication system and thrust capacity. Problematic hard parts are replaced with stronger components, many of which we fabricate ourselves at our in-house machining centers. Valve bodies are completely remanufactured and 100% tested prior to installation. Finally, each and every TCI® Sizzler® transmission must pass both a static hydraulic pressure test during assembly and a final dyno test prior to shipping. That's Triple Tested so you can be confident you're getting a transmission that's ready to rock.
Things you should know...
A TCI® Super StreetFighter™ transmission and torque converter is a bolt-in operation in most cases. Be sure to closely review the application charts to help ensure proper fit. In case of custom and unusual applications, it is wise to contact our technical line 662-224-8972 for a part number recommendation. For questions or comments, use our tech fax at 662-224-8644 or e-mail us. Due to the many differences among car models, some TCI® transmissions do not come with a shift lever or linkage. It is advisable to retain and use the original shift lever. Exchanging transmissions may cause the speedometer to read differently. It may be necessary for you to change, speedometer gears for your application. Transmissions do not come with dipstick or crossmember mount. Transmission pan bolts may loosen during shipment. Be sure to check torque of pan bolts during installation.
Torqueflite Notes:
Beginning in 1978 for Chrysler and 1979 for AMC a lock-up torque converter was used in many transmissions. You cannot interchange a lock-up converter for a non-lock converter. When changing to an aftermarket torque converter it may be necessary to replace the OEM flexplate and mounting bolts.
Ford AOD Notes:
Due to the wide variety of OEM shift levers, you may be required to transfer the shift lever originally used with your vehicle to your new transmission. Contact us for assistance.
Ford C4 Notes:
1965-69 applications can use the TCI® StreetFighter® transmission by using a 1970 & later 26-spline torque converter with the transmission. All C4 transmissions are shipped minus bellhousing due to many different applications. Contact us for assistance if you require a bellhousing prior to ordering.
Ford C6 Notes:
When ordering please reference if existing transmission has a shift lever which points up or down.
GM 700R4 (4L60) Notes:
30 spline transmissions can be installed in the 1984 & earlier vehicles by using 30-spline torque converter with the transmission. All lock-up TCI® 700R4 transmissions have the TCI® universal wiring kit (part # 376600) installed and may be wired independent of the vehicle computer. This also allows for easy retrofit into earlier non 700R4 equipped applications. Not a replacement for the 4L60E application which started production in 1993.
GM 4L60E Notes:
Due to the wide variation in configurations from year-to-year & model-to-model, it is recommended that you contact us directly for assistance before placing an order with a distributor. Among the items we'll need to verify are year model, case style (1-piece or 2-piece), tailhousing style, etc.
|
|
| GM Overdrive Transmissions |
| Transmission Dimensions |
A |
B |
C |
D |
E |
| 2004R (Bellhousing fits-all) |
27-11/16" |
27-11/16" |
27" |
3-3/4" |
19-1/8" |
| 700R4 & 4L60E (1993-1995) (Bellhousing-Chevy V8); S-10 & S-15 V6, all ex. Corvette |
30-3/4" |
23-3/8" |
22-1/2" |
3-3/4" |
20" |
| 700R4 Corvette*1 (1984-1996) |
29-7/8" |
23-3/8" |
22-1/2" |
3-3/4" |
20" |
| 4L60E (1996-later w/ removable bellhousing) All except Corvette |
30 3/4" |
21 3/4" |
23 3/6" |
3 3/4 |
18 1/4" |
| 1 - TCI® offers a StreetFighter® transmission as a direct bolt-in replacement for the C4-platform Corvette OEM 700-R4. These units have a specific tailhousing assembly and a 1.125" shorter output shaft than a standard 700R4 transmission. These units contain the same components provided in all StreetFighter® transmissions. |
|
| Part # |
Description |
Engine |
Lock-Up/Non Lock-Up |
Notes |
| Chrysler |
|
111100 |
Chrysler '67-'79 Torqueflite 727, Small Block, 18 3/8" Tailshaft
|
|
|
|
|
111005 |
Chrysler '67-'79 Torqueflite 727, Big Block, 18 3/8" Tailshaft
|
383, 400, 426, 440
|
Non Lock-Up
|
|
|
113000 |
Chrysler '93-'95 A518 LU
|
|
|
|
| Ford C-6 |
|
411005 |
Ford C-6 '66 & Later, FE, 13 1/2" Tailshaft
|
332, 352, 390, 406, 427, 428
|
Non Lock-Up
|
|
|
411205 |
Ford C-6 '66 & Later, 13 1/2" Tailshaft
|
351M, 400, 429, 460
|
Non Lock-Up
|
|
|
411405 |
Ford C-6 '66 & Later, 13 1/2" Tailshaft
|
289, 302, 351C, 351W
|
Non Lock-Up
|
|
| Ford C-4 |
|
511205 |
Ford C-4 '70-'82, Small Bellhousing (Dipstick Goes Into The Transmission Case) 26-Spline Input Shaft
|
289-351
|
Non Lock-Up
|
|
|
511605 |
Ford C-4 '70-'82 Large Bellhousing (Dipstick goes into the transmission pan), 26-spline input shaft
|
289-351
|
Non Lock-Up
|
|
| GM 700-R4 |
|
371100 |
GM '84-'93 TH-700R4, 30 spline, 30 1/2" Overall Length *2
|
Chevrolet V8
|
Lock-Up
|
|
| GM Turbo-Hydramatic |
|
311005 |
Chevrolet TH-350 Non lock-up, with 6" Tailshaft
|
Chevrolet V8, 4.3L V6
|
Non Lock-Up
|
|
|
311100 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 6" Tailshaft
|
|
|
|
|
311110 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 6" Tailshaft
|
|
|
|
|
311190 |
Buick, Olds, Pontiac TH-350 Non Lock-Up, with 9" Tailshaft
|
|
|
|
|
211000 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
|
|
|
|
211010 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
|
|
|
|
211015 |
Chevrolet TH-400 Non Variable Pitch, with 4" Tailshaft
|
|
|
|
|
211090 |
Chevrolet TH-400 Non Variable Pitch, with 9" Tailshaft, Large Yoke
|
|
|
|
|
211305 |
Buick, Olds, Pontiac TH-400 Non Variable Pitch, with 4" Tailshaft, Large Yoke
|
All B.O.P.
|
Non Lock-Up
|
|
| GM Elec |
|
371110 |
GM '96-'97 4L60E
|
B-body
|
Lock-Up
|
12,7
|
|
371421 |
GM '96-'97 4L60E
|
B-body
|
Lock-Up
|
7,12,16
|
|
371116 |
GM '00-'03 4L60E
|
LS-Style Truck
|
Lock-Up
|
14
|
|
371120 |
GM '96-'97 4L60E
|
LT1 F-Body
|
Lock-Up
|
7,15
|
|
371130 |
GM '93-94 4L60E
|
B-Body
|
Lock-Up
|
7,12
|
|
371140 |
GM '94 4L60E
|
LT1 F-Body
|
Lock-Up
|
7,15
|
|
371145 |
GM '95 4L60E
|
LT1 F-Body
|
Lock-Up
|
7,15
|
|
371150 |
GM '98-'02 4L60E
|
LS1/LS2 F-Body
|
Lock-Up
|
7,15
|
Notes
- 1 - Corvette 700R4 comes with a unique tailhousing assembly and is 1.125" shorter than a standard 700R4. For C4 Corvettes only
- 2 - Will also retrofit in 1982-84 applications with use of a 30 spline torque converter
- 3 - Will plug directly in OEM ECU. Built with properly calibrated valve body, governor and servo.
- 4 - With special low gear planetary installed (TH350 - 2.75 low/TH400 -2.75 low, 1.57 2nd)
- 5 - Extra heavy duty version with Red Eagle clutches & treated steels
- 6 - Must be used with a TCI non lock-up AOD converter
- 7 - Requires a TCI TCU to operate the transmission and torque converter functions when used with pre-1993 applications.
- 8 - Must be used with non lock-up converters
- 9 - Equipped with an electronic speed sensor rotor on output shaft
- 10 - With 2.75 low gear
- 11 - With 327900 (stock drum, HD sprag assembly)
- 12 - B-body designates Caprice, Impala, Fleetwood, Roadmaster
- 13 - 4.3, 5.0, 5.7 liter engines
- 14 - 4.8, 5.3, 6.0 liter engines
- 15 - F-body designates Camaro & Firebird
 | | TCI® Street Transmissions | 6X Six-Speed | |
|
- Six forward gears & fully programmable automatic or manual shifting for improved acceleration & fuel economy at cruising speeds
- TCI® Transmission Control Unit & 4-speed automatic shifter (Ratchet, gate or stock) needed for standard automatic operation
- Full manual shifting with the 6x Six-Speed requires optional TCI® Paddle Shifter or bump switch set-up
- Self-contained design using 4L80E case eliminates clearance problems of external bolt-on overdrives
- Compatible with all Chevy Small Block, Big Block & LS engines, as well as Chrysler and Ford - from stock to over 850 horsepower
|
| |
Transmission technology leader develops the world’s first 6-speed automatic transmission capable of handling up to 850 horsepower for GM applications
Using the latest developments in drivetrain technology, TCI® has recently developed an innovative automatic transmission for Pro Touring, street and all-out race vehicles. Designed for GM SBC, BBC and LS applications, as well as Fords and Chryslers, the 4L80E-based TCI® 6x Six-Speed Automatic Transmission is a fully programmable transmission that gives you six forward gears (2.97, 2.23, 1.57, 1.18, 1.00, 0.75) for quicker acceleration and increased fuel economy at cruising speeds and is capable of handling up to 850 horsepower.
When used with the required TCI® Transmission Control Unit for shift point programming and the optional TCI® Paddle Shifter or bump switch setup for manual mode gear selection, this automatic transmission gives vehicles the most functional and modern drivetrain combination on the market.
To ensure durability, TCI® engineers run each transmission across a computer-controlled transmission dyno to assure proper line pressures and top notch transmission performance. Proof of this triple testing process is included with each transmission, shipped in the form of individual serialized spec sheets containing test scores. These versatile transmissions from TCI® feature a compact design, allowing them to work in a variety of performance applications. In addition, each TCI® transmission utilizes the patented HDT Coating™ for cooler operating temperatures and improved drivetrain efficiency.
|
| Part # |
Description |
| 6X Six Speed Transmission |
|
271600 |
6x Six-Speed Transmission
|
| 6X Six Speed Transmission without Bellhousing |
|
271601 |
6x Six-Speed Transmission without Bellhousing
|
|