Transmission Filter
A new filter installed as part of the rebuild.
Free freight shipping to most states in the continental US, delivered to a business address or your nearest freight terminal. Pacific and Mountain time zones plus ND, SD, and NE: add $195 (commercial address) or $225 (residential).
Every Mad Dog transmission and torque converter ships with a 1-year unlimited-mile warranty. No mileage caps, no fine-print games. Extended Silver (+1 year) and Gold (+2 years) coverage available on every unit.
No core charge. Where a core charge applies, you get it back when we receive your rebuildable core — and we make the return freight easy.
Installation is available at our Alpharetta shop. Call (770) 781-0949 to schedule, or have your local shop bolt it in — every unit is a direct bolt-in replacement.
Yes. Every Mad Dog unit is a direct bolt-in replacement for your factory transmission — no modifications. Electronic units ship pre-programmed to your VIN, so there’s no dealer visit and no guesswork.
No. Electronic transmissions are pre-programmed to your VIN before they ship. 700R4 units don’t use a computer at all. If your engine is heavily modified, call us and we’ll set the unit up to match.
Most Mad Dog units have no core charge at all. Where a core charge applies (700R4 Godfather, 4L80E, 6L80E/6L90E) it’s listed plainly on the product page — and on the Godfather 700R4 it’s already included in the price.
Call (770) 781-0949 for current build times on your unit. Every transmission is built to your order — your horsepower, your converter, your options — and dyno-tested before it ships.
Every transmission and converter carries a 1-year unlimited-mile warranty, standard. No mileage cap. Extended Silver and Gold coverage is available if you want more. You deal directly with the shop that built it — not a call center.
Then don’t buy it — call us. We build customs to 1,500 HP, and we’d rather steer you to the right unit than sell you the wrong one. Over 800 HP on a 700R4 platform, the answer is the 4L80E.
The hardware that makes a Mad Dog unit 35–40% stronger than factory.
No mystery parts
A new filter installed as part of the rebuild.
The full set of Teflon sealing rings replaced as part of the rebuild overhaul kit.
The full set of lip seals replaced as part of the rebuild overhaul kit.
The full set of gaskets replaced as part of the rebuild overhaul kit.
A high-temp Pro-Series band with Kevlar lining for improved friction/heat characteristics; offered in standard and wide (up to 3-inch) widths.
A servo (Corvette-sourced/style) used to apply the band; recommended for daily-driven vehicles versus the full-competition billet servo.
The complete set of steel reaction plates (‘steels’) replaced as part of the clutch pack rebuild.
Solenoid(s) controlling torque converter clutch lockup engagement.
Raybestos’s high-energy friction plates use a friction material engineered specifically to survive the higher clutch-to-steel temperatures that come with performance calibrations and repeated hard shifting — conditions that degrade standard OE friction material over time. The result is smoother engagement that holds up over more cycles than a stock clutch pack.
An over-sized, hardened sun gear shell described as three times thicker than the factory part, for increased strength under high horsepower/torque.
The complete set of internal bushings replaced as part of the rebuild overhaul kit.
A 4-pinion planetary gear set that has been cold-freezed/cryogenically frozen to withstand additional horsepower and torque.
A 29-element sprag used to prevent reverse rotation of a gear member.
A heavy-duty (‘H-D’) torque converter used in place of a stock unit to handle increased horsepower and improve durability.
New shift solenoids that control gear-shift timing/engagement.
Component described as the ‘Force Motor,’ referenced on 4L60E/4L65E and 700R4 builds in place of the ‘EPC Motor’ term used on the 4L70E listing.
A new solenoid specifically controlling the 3-2 downshift event.
A special valve, used along with a new pressure manifold, engineered specifically to address GM diagnostic trouble code 1870, described as very common on these transmission units.
A new pressure manifold installed as part of the hydraulic pressure system, referenced alongside the Special Valve (GM Code 1870 fix) or independently on the 4L80E build.
A Mad Dog-branded shift kit (springs/valve modifications) installed to adjust shift feel and firmness.
The valve body is offered custom-built per application; customers can request Stage 1 (factory-like shift), Stage 2 (crisp shift), or Stage 3 (aggressive/violent shift).
Aluminum accumulators used in place of the factory plastic accumulators to provide a more consistent shift quality.
A boost valve used to raise line pressure for firmer, more durable shifts under load.
Pump bushing coated in Teflon to reduce friction and wear at the pump/converter interface.
Pump rings machined from 4140 steel and hardened for increased wear resistance.
Standard-duty pump rotor with 13 vanes used on Level 2 builds.
Free freight shipping to most states in the continental US, delivered to a business address or your nearest freight terminal. Pacific and Mountain time zones plus ND, SD, and NE: add $195 (commercial address) or $225 (residential).
Every Mad Dog transmission and torque converter ships with a 1-year unlimited-mile warranty. No mileage caps, no fine-print games. Extended Silver (+1 year) and Gold (+2 years) coverage available on every unit.
No core charge. Where a core charge applies, you get it back when we receive your rebuildable core — and we make the return freight easy.
Installation is available at our Alpharetta shop. Call (770) 781-0949 to schedule, or have your local shop bolt it in — every unit is a direct bolt-in replacement.
Yes. Every Mad Dog unit is a direct bolt-in replacement for your factory transmission — no modifications. Electronic units ship pre-programmed to your VIN, so there’s no dealer visit and no guesswork.
No. Electronic transmissions are pre-programmed to your VIN before they ship. 700R4 units don’t use a computer at all. If your engine is heavily modified, call us and we’ll set the unit up to match.
Most Mad Dog units have no core charge at all. Where a core charge applies (700R4 Godfather, 4L80E, 6L80E/6L90E) it’s listed plainly on the product page — and on the Godfather 700R4 it’s already included in the price.
Call (770) 781-0949 for current build times on your unit. Every transmission is built to your order — your horsepower, your converter, your options — and dyno-tested before it ships.
Every transmission and converter carries a 1-year unlimited-mile warranty, standard. No mileage cap. Extended Silver and Gold coverage is available if you want more. You deal directly with the shop that built it — not a call center.
Then don’t buy it — call us. We build customs to 1,500 HP, and we’d rather steer you to the right unit than sell you the wrong one. Over 800 HP on a 700R4 platform, the answer is the 4L80E.
The hardware that makes a Mad Dog unit 35–40% stronger than factory.
No mystery parts
A new filter installed as part of the rebuild.
The full set of Teflon sealing rings replaced as part of the rebuild overhaul kit.
The full set of lip seals replaced as part of the rebuild overhaul kit.
The full set of gaskets replaced as part of the rebuild overhaul kit.
A high-temp Pro-Series band with Kevlar lining for improved friction/heat characteristics; offered in standard and wide (up to 3-inch) widths.
A servo (Corvette-sourced/style) used to apply the band; recommended for daily-driven vehicles versus the full-competition billet servo.
The complete set of steel reaction plates (‘steels’) replaced as part of the clutch pack rebuild.
Solenoid(s) controlling torque converter clutch lockup engagement.
Raybestos’s high-energy friction plates use a friction material engineered specifically to survive the higher clutch-to-steel temperatures that come with performance calibrations and repeated hard shifting — conditions that degrade standard OE friction material over time. The result is smoother engagement that holds up over more cycles than a stock clutch pack.
An over-sized, hardened sun gear shell described as three times thicker than the factory part, for increased strength under high horsepower/torque.
The complete set of internal bushings replaced as part of the rebuild overhaul kit.
A 4-pinion planetary gear set that has been cold-freezed/cryogenically frozen to withstand additional horsepower and torque.
A 29-element sprag used to prevent reverse rotation of a gear member.
A heavy-duty (‘H-D’) torque converter used in place of a stock unit to handle increased horsepower and improve durability.
New shift solenoids that control gear-shift timing/engagement.
Component described as the ‘Force Motor,’ referenced on 4L60E/4L65E and 700R4 builds in place of the ‘EPC Motor’ term used on the 4L70E listing.
A new solenoid specifically controlling the 3-2 downshift event.
A special valve, used along with a new pressure manifold, engineered specifically to address GM diagnostic trouble code 1870, described as very common on these transmission units.
A new pressure manifold installed as part of the hydraulic pressure system, referenced alongside the Special Valve (GM Code 1870 fix) or independently on the 4L80E build.
A Mad Dog-branded shift kit (springs/valve modifications) installed to adjust shift feel and firmness.
The valve body is offered custom-built per application; customers can request Stage 1 (factory-like shift), Stage 2 (crisp shift), or Stage 3 (aggressive/violent shift).
Aluminum accumulators used in place of the factory plastic accumulators to provide a more consistent shift quality.
A boost valve used to raise line pressure for firmer, more durable shifts under load.
Pump bushing coated in Teflon to reduce friction and wear at the pump/converter interface.
Pump rings machined from 4140 steel and hardened for increased wear resistance.
Standard-duty pump rotor with 13 vanes used on Level 2 builds.
Free freight shipping to most states in the continental US, delivered to a business address or your nearest freight terminal. Pacific and Mountain time zones plus ND, SD, and NE: add $195 (commercial address) or $225 (residential).
Every Mad Dog transmission and torque converter ships with a 1-year unlimited-mile warranty. No mileage caps, no fine-print games. Extended Silver (+1 year) and Gold (+2 years) coverage available on every unit.
No core charge. Where a core charge applies, you get it back when we receive your rebuildable core — and we make the return freight easy.
Installation is available at our Alpharetta shop. Call (770) 781-0949 to schedule, or have your local shop bolt it in — every unit is a direct bolt-in replacement.
Yes. Every Mad Dog unit is a direct bolt-in replacement for your factory transmission — no modifications. Electronic units ship pre-programmed to your VIN, so there’s no dealer visit and no guesswork.
No. Electronic transmissions are pre-programmed to your VIN before they ship. 700R4 units don’t use a computer at all. If your engine is heavily modified, call us and we’ll set the unit up to match.
Most Mad Dog units have no core charge at all. Where a core charge applies (700R4 Godfather, 4L80E, 6L80E/6L90E) it’s listed plainly on the product page — and on the Godfather 700R4 it’s already included in the price.
Call (770) 781-0949 for current build times on your unit. Every transmission is built to your order — your horsepower, your converter, your options — and dyno-tested before it ships.
Every transmission and converter carries a 1-year unlimited-mile warranty, standard. No mileage cap. Extended Silver and Gold coverage is available if you want more. You deal directly with the shop that built it — not a call center.
Then don’t buy it — call us. We build customs to 1,500 HP, and we’d rather steer you to the right unit than sell you the wrong one. Over 800 HP on a 700R4 platform, the answer is the 4L80E.