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Pro Competition GM Turbo 400 w/TB - Stage 1

Maximum HP Rating: 800+ (to 1000 w/Options)
Maximum Torque Rating 650+ (to 900 w/Options)
Standard Gear Ratio: 2.48/1.48/1.00
Optional Gear Ratio: 2.75/1.57/1.00

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

  • Maximum Torque and Thrust Capacity
  • Reverse Shift Pattern
  • Hi-Capacity Filter
  • Full flow oil circulation
  • Trans-brake permits Max stall speed and has Instant release
  • Quick Shift Operation

Competition Components

  • Machined Center Support with split Bronze Bushing
  • Internal Trans-brake with electric activation
  • Deep pan and Filter Extension
  • Competition Clutch Packs Modified for additional Frictions
  • Competition Hi-flow Manual Valve-body & High Pressure Regulator
  • Sprag - Cryo-treated 34 element

Options

OptionDescriptionRacer NetList Price
-AF2Billet Alum. FWD Drum$910.00$1,070.00
-INT300 Intermediate Shaft Assembly$307.00$361.00
-GSHD Low gear planetary set...(2.75/1.57/1.00)$931.00$1,095.00
-HSExt Duty Billet 9310 Planetary Gear set....(2.10/1.40/1.00)$2,699.00$3,175.00
-AVBillet Alum. Trans-brake Valve Body (Rev Pattern) (also used with VSC - Variable Stall Control System)$514.00$605.00
-IS300 Input Shaft and Drum Assembly$514.00$605.00
-VSCVariable Stall Control....includes billet alum. valve body & modified front pump$1,040.00$1,223.00
-BFBillet Alum. Flexplate-Toyota to GM$1,034.00$1,217.00
-SD-SCast Steel Direct Drum w/36 element sprag$1,170.00$1,377.00
-BKSFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot)$702.00$826.00
-BLSFI Bellhousing- installed for GM$338.00$397.00
-TSTransmission Shield - installed$234.00$276.00
-APToyota (2JZ, 1S300, SC300) to GM Adapter Plate$371.00$437.00
-APVDodge Viper to GM Adapter Kit - Incl. Adapter Plate, SFI Flexplate, Crankshaft Pilot & Hardware (All except 03' & 04')$2,387.00$2,808.00
-CK700R4 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
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$69.00$81.00
-AKCNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance)$567.00$667.00
-AD-SBillet Alum. Direct Drum w/36 element extra-wide sprag$1,428.00$1,680.00

Pricing

Part Number Racer NetList Price
CB12004-4-DP-CS

Turbo 400 Chevy

Core Charge: $200.00
$1,900.00$2,110.00
CB13004-4-DP-CS
Turbo 400 BuickOldsPont (BOP)
Core Charge: $125.00
$1,795.00$2,110.00


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
9"Full Race4000 - 6000 RPMs1000900$1,034.00$1,217.00
10"Full Race3000 - 5000 RPMs1000900$987.00$1,162.00
8"Full Race3500 - 7000 RPMs1000900$987.00$1,162.00
8"Extreme Duty3500 - 8000 RPMs1200950$1,196.00$1,407.00
9"Extreme Duty4000 - 6000 RPMs15001200$1,243.00$1,462.00
10"Extreme Duty3000 - 5000 RPMs25002000$1,556.00$1,830.00

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.