i am looking for a tranny rebuild on my 2000 Z28. i am down between CPT and FLT. i didn't know the differences between the 2 companies and which parts they use. both have an excellent reputation. i know CPT has a good reputation here and FLT has a good reputation on other sites. i don't want any ripping on one company. i just want to do some comparing and contrasting. any help would be great.

 

well the best way to do that would be to call up each one and see who fits your bill better. I personally am going with CPT cause he offers great advice and always answers my idiodic questions =)

 

Can I give my vote???...LOL Seriously, we love people to check our reputation, but check price compared to that reputation. I won't take anything away from FLT. From what I know, they build a good unit. I will say this much, though, it's comforting to see you've narrowed it down to the 2 of us. You've obviously been doing some research. Remember, a big price tag doesn't always buy the best transmissions.

Here's a run down of the parts we use. There's a few things that need to be updated here. All of our "Pro Race" units now get brand new GM 5 pinion front planetaries, and we now use .500" boost valves in the "Race" and "Pro Race" units.
http://www.geocities.com/cahallperfo...l60ebuild.html

Frank
CPT
302-250-1202

 

i am not sure what the boost valves are? are your trannys setup like stock or do they use the vacuum modulator kits? it appears a lot of the parts you and FLT use are the same. yes, there are some differences. why do you not use the trans go shift kits? i was under the impression that they helped the transmission live a little longer. so i guess i can't just order a tranny from you before i ship mine in? i was hoping to have less down time by doing this. with how you charge for the hard parts, i wasn't sure if this was possible. if i can order one straight up from you, how long would it take? thanks

here is a list of items in the FLT trannys. you can get the output shaft as an added option too:

FLT performance built pump ( Includes machined pump halfs to ensure flat surfaces, New delco 13 vain pump/rotor/slide kit )
FLT sleeved input drum
FLT beast shell kit w/bearing
GM 5 pinion input carrier
GM 5 pinion reaction carrier
Bearing style reaction shaft
New reverse input drum
Alto wide 2-4 carbon lined band with reinforced anchor
8 B/W hi-energy clutches w/koleen steels in 3-4 clutch
B/W 29 element sprag
4L65 low roller clutch
Transgo HD-2 shift kit
Corvette Servo
Sonnax super hold 4th servo
Bushing kit
New solenoids
New Internal wire harness ( If needed on 4L70E )
New GM Spacer plate
B/W clutches
Seal & gasket kit
Filter with fiber pan gasket
Updated aluminum accumulator pistons
FLT prepped valvebody
Set end play to FLT specs

 

If you know what you're doing, you don't need a "shift kit" in a transmission. We make our own modifications to control shift feel. Ask any of our customers how their transmissions shift.

We use the MUCH siperior billet 2nd gear servo. It helps both the 1-2 and 2-3 shift, as well as prevents the "bang the rev limiter" on the 2-3 shift.

You can't use a "sleeved" input drum in a 4L60E. If you do, you can't use the steel input piston set. We've seen WAY more aluminum forward pistons break, than you'll ever see drums break.

A 13 Vane rotor kit won't do anything unless it's installed in a REAL 13 vane pump. The feed slots are machined different in a real 13 vane pump, so there's absolutely no benefit to switching to a 13 vane rotor in a 10 vane pump. It's counter productive to add a 13 vane rotor, especially when it does no good, because we've seen more 13 vane rotors fail.

We NEVER use vacuum modulators in a 4L60E. They're a perfect way to ruin a good transmission. I've wrote about this subject several times on this board.


Frank
CPT