Pro Competition GM Powerglide w/TB - Stage 1

Maximum HP Rating: 700
Maximum Torque Rating 600
Standard Gear Ratio: 1.76/1.00
Optional Gear Ratio: 1.82/1.00 . . . . (other Ratios available)


Built for All-out racing, for drag cars, tractor pull, etc.
No vacuum lines or kick-down components are required.
Full manual valve body - Forward Shift pattern only.
Complete unit comes with general installation instructions.


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

Competition Components

  • External Transbrake with electric activation and ultra quick release
  • Competition Clutch Packs Modified for additional Frictions
  • Hi - Tuff 4340 Input Shaft w/Turbo Spline
  • Steel clutch hub
  • Competition Hi-flow Manual Valve-body & High Pressure Regulator
  • Modified Clutch Packs for Additional Racing Frictions - (6) pack
  • Billet alum dual-ring Servo w/ high pressure sealing rings


OptionDescriptionRacer NetList Price
-RTRoller tail-housing for Super Case$233.45$274.85
-TSTransmission Shield - installed$269.10$317.40
-CASSFI Case housing only & SFI pan - installed$985.55$1,160.35
-VSCVariable Stall Control$1,189.10$1,399.55
-GSHvy Duty 9310 Planetary gear set (1.98 Heilcal)$1,189.10$1,399.55
-VBPro-tree trans-brake valve body$209.30$246.10
-AKCNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance)$652.05$767.05
-SCSuperGlide Case w/internal shield - SFI approved$1,136.20$1,337.45
-BLSFI Bellhousing- installed for GM$388.70$456.55
-AFPSFI adapter flexplate and crank pilot for use w/SFI bellhousing$388.70$456.55
-SC2SuperGlide 2-Pc Case w/internal shield - SFI approved (Fits BB/SB Ford)$1,345.50$1,583.55
-BKSFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot)$807.30$949.90
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$79.35$93.15
-ESElectric 1-2 shift Valve body (Eliminates air shifter - Shifts on chip output signal)$422.05$496.80
-STShorty output assembly w/Billet Alum. Cover w/precision roller bearing$447.35$526.70


Part Number Racer NetList Price


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
10"Street/Strip...high torque2200 - 3500 RPMs650550$807.30$949.90
10"Street/Strip...low torque2800 - 3800 RPMs600425$589.95$693.45
8"Full Race3500 - 7000 RPMs1000900$1,135.05$1,336.30
9"Full Race4000 - 6000 RPMs1000900$1,189.10$1,399.55
10"Full Race3000 - 5000 RPMs1000900$1,135.05$1,336.30

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.