Application
Built for All-out racing, drag, and limited street.
No vacuum lines or kick-down components are required.
Full manual valve body - Reverse Shift pattern only.
Complete unit comes with general installation instructions.
Features
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Hi-Capacity Filter
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Quick Shift Operation
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Reverse Shift Pattern
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Trans-brake permits Max stall speed and has Instant release
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Maximum Torque and Thrust Capacity
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Full flow oil circulation
Competition Components
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Internal Trans-brake with electric activation
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Competition Hi-flow Manual Valve-body & High Pressure Regulator
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Machined Center Support with split Bronze Bushing
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Competition Clutch Packs Modified for additional Frictions
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300M Input Shaft with Special Drum Spline
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Deep pan and Filter Extension
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Heat treated Hi impact Planetary Gears
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Treated (36) element extra-wide sprag
Options
| -VSC | Variable Stall Control....includes billet alum. valve body & modified front pump | $1,196.00 | $1,406.45 |
| -BL | SFI Bellhousing- installed for GM | $388.70 | $456.55 |
| -BF | Billet Alum. Flexplate-Toyota to GM | $1,189.10 | $1,399.55 |
| -HS | Ext Duty Billet 9310 Planetary Gear set....(2.10/1.40/1.00) | $3,103.85 | $3,651.25 |
| -AV | Billet Alum. Trans-brake Valve Body (Rev Pattern) (also used with VSC - Variable Stall Control System) | $591.10 | $695.75 |
| -INT | 300 Intermediate Shaft Assembly | $353.05 | $415.15 |
| -GS | HD Low gear planetary set...(2.75/1.57/1.00) | $1,070.65 | $1,259.25 |
| -AD-S | Billet Alum. Direct Drum w/36 element extra-wide sprag | $1,642.20 | $1,932.00 |
| -VBS | Billet Alum. Valve body and Spragless Steel Drum Assy. | $1,070.65 | $1,259.25 |
| -AF2 | Billet Alum. FWD Drum | $1,046.50 | $1,230.50 |
| -AK | CNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance) | $652.05 | $767.05 |
| -AP | Toyota (2JZ, 1S300, SC300) to GM Adapter Plate | $426.65 | $502.55 |
| -BK | SFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot) | $807.30 | $949.90 |
| -CK | 700R4 to Turbo 400 Conversion Kit - 4WD...(incl. Sp Output Shaft, Tailhousing Adapter block, Dip Stick/Tube)...Now available for C4 Corvettes (call for pricing) | $0.00 | $0.00 |
| -DS | Dip Stick & Tube (cadmium plated w/ locking top - specify engine) | $79.35 | $93.15 |
Pricing
| CB12004-4-DP-CS |
Pro Ultra Competition Turbo 400 w/TB - Stage 2
Core Charge:
$218.00
| $3,460.75 | $3,841.16 |
| CB13004-4-DP-CS |
Turbo 400 BuickOldsPont (BOP)
Core Charge:
$136.25
| $3,264.55 | $3,841.16 |
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.
Converters
| 9" | Full Race | 4000 - 6000 RPMs | 1000 | 900 | $1,189.10 | $1,399.55 |
| 10" | Extreme Duty | 3000 - 5000 RPMs | 2500 | 2000 | $1,789.40 | $2,104.50 |
| 9" | Extreme Duty..(Turbo/Super Appl) | 3000 - 6000 RPMs | 1500 | 1200 | $1,550.20 | $1,823.90 |
| 8" | Extreme Duty | 3500 - 8000 RPMs | 1200 | 950 | $1,375.40 | $1,618.05 |
| 9" | Extreme Duty | 4000 - 6000 RPMs | 1500 | 1200 | $1,429.45 | $1,681.30 |
| 11" | Extreme Duty | 2800 - 4500 RPMs | 2800 | 2200 | $2,028.60 | $2,386.25 |
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. http://www.fbperformance.com/NewSite/page.asp?get=14&t=Bottom2
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.