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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Maximum Torque and Thrust Capacity
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Reverse Shift Pattern
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Hi-Capacity Filter
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Full flow oil circulation
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Trans-brake permits Max stall speed and has Instant release
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Quick Shift Operation
Competition Components
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Machined Center Support with split Bronze Bushing
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Internal Trans-brake with electric activation
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Deep pan and Filter Extension
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Competition Clutch Packs Modified for additional Frictions
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Competition Hi-flow Manual Valve-body & High Pressure Regulator
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Sprag - Cryo-treated 34 element
Options
| -AF2 | Billet Alum. FWD Drum | $1,046.50 | $1,230.50 |
| -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 |
| -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 |
| -IS | 300 Input Shaft and Drum Assembly | $591.10 | $695.75 |
| -VSC | Variable Stall Control....includes billet alum. valve body & modified front pump | $1,196.00 | $1,406.45 |
| -BF | Billet Alum. Flexplate-Toyota to GM | $1,189.10 | $1,399.55 |
| -SD-S | Cast Steel Direct Drum w/36 element sprag | $1,345.50 | $1,583.55 |
| -BK | SFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot) | $807.30 | $949.90 |
| -BL | SFI Bellhousing- installed for GM | $388.70 | $456.55 |
| -TS | Transmission Shield - installed | $269.10 | $317.40 |
| -AP | Toyota (2JZ, 1S300, SC300) to GM Adapter Plate | $426.65 | $502.55 |
| -APV | Dodge Viper to GM Adapter Kit - Incl. Adapter Plate, SFI Flexplate, Crankshaft Pilot & Hardware (All except 03' & 04') | $2,745.05 | $3,229.20 |
| -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 |
| -AK | CNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance) | $652.05 | $767.05 |
| -AD-S | Billet Alum. Direct Drum w/36 element extra-wide sprag | $1,642.20 | $1,932.00 |
Pricing
| CB12004-4-DP-CS |
Core Charge:
$218.00
| $2,071.00 | $2,299.90 |
| CB13004-4-DP-CS |
Turbo 400 BuickOldsPont (BOP)
Core Charge:
$136.25
| $1,956.55 | $2,299.90 |
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" | Full Race | 3000 - 5000 RPMs | 1000 | 900 | $1,135.05 | $1,336.30 |
| 8" | Full Race | 3500 - 7000 RPMs | 1000 | 900 | $1,135.05 | $1,336.30 |
| 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 |
| 10" | Extreme Duty | 3000 - 5000 RPMs | 2500 | 2000 | $1,789.40 | $2,104.50 |
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.