High Performance AODE Stg-1 With or w/o OD for EV Conversions

Maximum HP Rating: 900
Maximum Torque Rating 825
Standard Gear Ratio: 2.40/1.47/1.00/-(.67)
Optional Gear Ratio: 2.84/1.56/1.00/-(.70)


For Converting OEM vehicles to Electric Motor Drive or Custom Electric Vehicles
Fully Automatic Valvebody with Forward Shift Pattern
Standard Shift Pattern - 1-2-3-(OD)-N-R 
Dyno tested Unit comes complete with Installtion instructions
Note:  A stand alone or programmable Shift Controller is required


  • Quick Shift Operation
  • Forward Shift Pattern only
  • Boosted Line-pressure with teflon sealing rings
  • Maximum oil circulation
  • Higher Torque and Thrust Capacity
  • Hi-Capacity Filter

Competition Components

  • Heat treated Hi impact Planetary Gears
  • Large Servo Assembly
  • Custom Valvebody Calibration for Instant Response
  • Billet Servo Cover
  • Solid 300M Direct Shaft
  • Heavy Duty Intermediate Mech. Diode Assembly
  • High Torque Upgrades
  • Hi Performance Clutch Packs & High Energy Band
  • Ultra-light Stamped Steel Drum Assemblies


OptionDescriptionRacer NetList Price
-CP2Machined Billet Steel Rigid Coupler w/TH400 Internal Spline$687.70$808.45
-GSLow gear planetary set (2.75)$711.85$837.20
-PM1Aftermarket Powertrain Control Module w/Adjustments, Tuning & Diagnostics w/Computer Interface$951.05$1,117.80
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$79.35$93.15
-YK2H.D. Billet yoke (large O.D.)$201.25$230.00
-CPMachined Billet Steel Rigid Coupler & Taper-Loc Bushing$568.10$668.15
-PSSAftermarket Powertrain Simple Shift Controller/Adjustments, Tuning & Diagnostics w/No Computer Interface Req'd.$894.70$1,052.25
-LBShift Lever & Bracket Kit (for Aftermarket Shifters)$143.75$171.35
-IS300M Steel alloy Input Shaft$328.90$387.55
-FP3153th Flexplate (0 balance)$113.85$133.40


Part Number Racer NetList Price
High Performance AODE - Stg-1 w/OD (For Elec motors)
Core Charge: $218.00
High Performance AODE - Stg-1 3-Spd (For Elec motors)
Core Charge: $218.00

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.


SizeConverter TypeStall RangeMax HorsepowerMax TorqueRacer NetList Price
9"Full Race500 - 800 RPMs1000900$1,138.50$1,339.75

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.