The Twisted Tea 1500+ HP is our no-compromise, max-effort 47RE / 48RE, engineered for extreme horsepower, aggressive tuning, and repeated abuse. Built for trucks that live at the limit, this unit eliminates factory weak points and replaces them with proven race-level components.
Featuring full billet shaft upgrades, premium GPZ and G3 friction materials, reinforced apply components, and a triple-disc billet torque converter, the Twisted Tea delivers brutal holding power with precise, controlled shifts. Enhanced fluid capacity and upgraded internals provide the heat management and durability required for sustained high-power operation.
This transmission is designed for serious street trucks, competition builds, and high-boost race applications, offering maximum strength with controlled drivability when properly tuned.
This transmission can be optioned with an FMVB (full manual valve body), ratchet shifter, and ratchet shifter stand, allowing full manual control and race-ready operation when desired.
Raybestos GPZ forward & direct clutch packs (48RE high-capacity compatible)
BorgWarner overdrive direct clutches & flex band
Alto G3 overdrive brake clutches
New steels with selective snap rings for precision clutch clearance
Upgraded low/reverse band & sprag
Sonnax overdrive piston support
Billet TCS servo kit
Goerend 35-spline billet input shaft
Heavy-duty billet output shaft with upgraded transfer case input
Goerend billet triple-disc torque converter
Billet flexplate
Deep transmission pan
Complete bushing, gasket, seal kit & new filter
Thompson Diesel Performance supplies this transmission with a 2,000 RPM stall speed torque converter by default.
If a different stall speed is required, please contact us by phone or email prior to placing your order to discuss available options.
A $1,500 refundable core charge applies. The core charge will be refunded once the original transmission is returned and successfully processed. Core must be complete and rebuildable.
Trucks equipped with NP271D / NP273D transfer cases will require the included upgraded transfer case input.
Trucks originally equipped with a 68RFE will require the existing transfer case input shaft to be cut down for proper fitment.
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