Heavy Duty (Towing) w/overdrive (4L60E)

Maximum HP Rating: 375
Maximum Torque Rating 370
Standard Gear Ratio: 3.06/1.62/1.00/0.68
Optional Gear Ratio: (none)


Built for high performance vehicles for towing applications
OEM automatic shift pattern & manual hold operation
Final shift points are based on computer program
Complete unit comes with general installation instructions
For proper operation the computer must be properly programmed


  • Higher Torque and Thrust Capacity
  • Retains Lock-up Configuration
  • Significant Slippage Reduction
  • Improved Oil Circulation
  • Hi-Capacity Filter

Competition Components

  • Heavy duty Clutch Packs & Hi energy Band
  • Front Pump Assembly with Stainless rings
  • Stock valve body configuration
  • Welded Sungear-Shell


OptionDescriptionRacer NetList Price
-PM1Aftermarket Powertrain Control Module w/Adjustments, Tuning & Diagnostics w/Computer Interface$951.05$1,117.80
-GS5-Pinion Front & Rear Planetary Set$1,046.50$1,230.50
-PSSAftermarket Powertrain Simple Shift Controller/Adjustments, Tuning & Diagnostics w/No Computer Interface Req'd.$894.70$1,052.25
-HTHi Torque (575 ft/lbs) Hardparts Kit$591.10$695.75
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$79.35$93.15
-KTCustom Conversion Installation Kit (Permits substitution from any TH350, TH400, or Powerglide to OD unit - Specify Vehicle & existing transmission) Call for pricing$0.00$0.00
-OS1High Impact 300M Output Shaft$591.10$695.75
-AKYAdapter Kit - Ford/Mopar to - Ford "Y" blk (54'-63') / Flat-head (49'-53') or Early Mopar SB (incl. Adapter plate, 164th Flexplate, crank pilot) - Mini-starter Additional$951.05$1,117.80
-PM2High performance Powertrain Control Module..(Pricing on Powertrain Control Modules subject to change based on OEM and availability).$1,788.25$2,103.35
-RVRecalibrate Valve Body (Shift Kit for Stock units)$388.70$456.55


Part Number Racer NetList Price
Heavy Duty

Heavy Duty (Towing) w/overdrive (4L60E)

Core Charge: $190.75

Order Notes

Fill out the "Converter Application Form" to determine correct converter size & stall rpm. All transmissions with converters and related equipment will ship by Freight in a special container.


SizeConverter TypeStall RangeMax HorsepowerMax TorqueRacer NetList Price
12"Towing HD low stall (l/u & non l/u)1200 - 1500 RPMs375350$448.50$527.85
12"Street-l/u1500 - 1800 RPMs375375$353.05$415.15

What kind of transmission fluid should I use?

For Street and Street/Strip applications we only recommend the use of Ford type "F" Transmission fluid. For Extreme Duty applications we only recommend the use of ULX-110 type fluid. Both of these fluids are natural Petrolium based. Both of these fluids contain zinc which is the primary additive for proper lubrication for high performance transmissions. We do not recomend synthetic transmission fluids.

How much transmission fluid does my transmission take?

The transmission and torque convertor can take anywhere from 9 to 13 quarts of fluid. Most of the fluid is contained in the torque convertor. After installation of the transmission and convertor is complete, pour (4-5) quarts of transmission fluid into the transmission. Then place transmission into neutral, start engine, and quickly add transmission fluid until it reaches the full mark (pan rail level on most applications) on the dipstick. Shift transmission into reverse and let run approximately (3) minutes. Running in reverse (3) minutes will give any contaminants in the transmission, converter, cooler or lines a chance to settle into the transmission pan and not be introduced to the automatic shift control part of the valve body or governor, causing the shift valves to stick. For more details follow link.

Why is the automatic transmission generally perfered over a stick shift transmission?

From a convenience stand point, most high performance automatic transmissions have the ability to be shifted manually or automatically. From an efficiency standpoint, today’s automatic transmissions incorporate a more efficient torque converter that is specifically built for each application. These torque converters have the ability to multiply the engines torque during the stall phase. A clutch on the other hand, simply is along for the ride by connecting the engines power to drive-line. All converters also have a built-in fluid dampening feature. For the higher horsepower applications the automatic transmission and converter combination is more often than not more durable and reliable than the clutch and standard gear box combination. We’ve found when doing conversions from stick to automatic in high performance vehicles that these cars generally drop from a half to three quarters of a second in elapsed time in the quarter mile.