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Pro Competition PowerGlide w/Trans-Brake - Stage2 for (Rotary Engine)

Maximum HP Rating: 1100
Maximum Torque Rating 850
Standard Gear Ratio: 1.76/1.00
Optional Gear Ratio: 1.96/1.00

Application

Custom Built for race-cars using Rotary Type Wankel Engines: 13B - 12A - 20B 
Full manual valve body - Forward Shift pattern only.
Complete unit comes with general installation instructions.

Features

  • Full flow oil circulation
  • Forward Shift Pattern only
  • Quick Shift Operation
  • Hi-Capacity Filter
  • Maximum Torque and Thrust Capacity
  • Reverse Safety Feature is included for Trans-Brake
  • Trans-brake permits Max stall speed and has Instant release

Competition Components

  • Specially lined Racing Band and Clutches w/HD floaters
  • Deep pan and Filter Extension
  • External Transbrake with electric activation and ultra quick release
  • Modified Clutch Packs for Additional Racing Frictions - (6) pack
  • Alum. Drum & Hub w/HD input shaft-w/Turbo splines
  • Competition Hi-flow Manual Valve-body & High Pressure Regulator
  • Billet alum dual-ring Servo w/ high pressure sealing rings
  • Built w/best Pro-Trans-brake

Options

OptionDescriptionRacer NetList Price
-MPModified Front Pump for low internal drag$103.00$122.00
-AK1-dCustom Steel Flexplate$780.00$917.00
-TSTransmission Shield - installed$234.00$276.00
-STShorty output assembly w/Billet Alum. Cover w/precision roller bearing$389.00$458.00
-YKH.D. Spicer GM yoke$98.00$115.00
-AK1-cOEM Ring Gear (used w/custom flexplate - can be customer supplied)$99.00$116.00
-AK1-aCore Mazda 20B Auto Bellhousing..(can be customer supplied)$390.00$459.00
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$69.00$81.00
-AK1-eOEM Crank Balancer (Specify Engine Compression, can be customer supplied)$156.00$183.00
-GSExtreme Duty 9310 Planetary gear set (1.80 Straight Cut)$1,034.00$1,217.00
-AK1-bWelding & machining modifications to bellhousing and front pump.$286.00$337.00
-MTTransmission Mount - polyurethane$42.00$49.00
-GSHvy Duty 9310 Planetary gear set (1.98 Heilcal)$1,034.00$1,217.00
-ADAlum. Drum & Hub Assembly$598.00$703.00

Pricing

Part Number Racer NetList Price
RT14003-9-00

Pro Competition PowerGlide w/Trans-Brake - Stage2 for (Rotary Engine)

Core Charge: $200.00
$1,495.00$1,760.00


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

SizeConverter TypeStall RangeMax HorsepowerMax TorqueRacer NetList Price
8"Full Race3500 - 7000 RPMs900750$1,299.00$1,529.00
7"Full Race for adapter kit 25000 - 8000 RPMs1000850$1,508.00$1,774.00
7"Full Race5000 - 8000 RPMs900750$1,508.00$1,774.00
9"Full Race3000 - 6000 RPMs900750$1,299.00$1,529.00
8"Full Race for adapter kit 23500 - 7000 RPMs1000900$1,508.00$1,774.00
8"Extreme Duty4000 - 7000 RPMs15001200$1,658.00$1,951.00
9"Extreme Duty3000 - 6000 RPMs15001200$1,658.00$1,951.00

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.