Pro Competition GM Turbo 400

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


Built for drag racing, off-road, tractor pull, and limited street.
No vacuum lines or kick-down components are required.
Full manual valve body - Forward or Reverse Shift pattern.
Complete unit comes with general installation instructions.


  • Quick Shift Operation
  • Full flow oil circulation
  • Hi-Capacity Filter
  • Maximum Torque and Thrust Capacity
  • "Engine Braking" with Forward pattern only
  • Forward Shift Pattern standard or Reverse is Optional

Competition Components

  • Deep pan and Filter Extension
  • Sprag - Cryo-treated 34 element
  • Competition Clutch Packs Modified for additional Frictions
  • Competition Hi-flow Manual Valve-body & High Pressure Regulator


OptionDescriptionRacer NetList Price
-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
-CSKCenter Support Kit (w/split bronze bushing)$185.15$217.35
-IS300 Input Shaft and Drum Assembly$591.10$695.75
-BK-MSFI Bellhousing adapter kit installed....Mopar (includes flexplate, crank pilot)$891.25$978.65
-BLSFI Bellhousing- installed for GM$388.70$456.55
-HSExt Duty Billet 9310 Planetary Gear set....(2.10/1.40/1.00)$3,103.85$3,651.25
-BKSFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot)$807.30$949.90
-AKCNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance)$652.05$767.05
-BFBillet Alum. Flexplate-Toyota to GM$1,189.10$1,399.55
-APToyota (2JZ, 1S300, SC300) to GM Adapter Plate$426.65$502.55
-GSHD Low gear planetary set...(2.75/1.57/1.00)$1,070.65$1,259.25
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$79.35$93.15
-FMReverse pattern - full manual valve body$269.10$317.40
-RVRecalibrated Valve Body - Shift Kit$224.25$263.35
-INT300 Intermediate Shaft Assembly$353.05$415.15
-SD-SCast Steel Direct Drum w/36 element sprag$1,345.50$1,583.55
-AF2Billet Alum. FWD Drum$1,046.50$1,230.50


Part Number Racer NetList Price

Pro Competition GM Turbo 400

Core Charge: $218.00
Turbo 400 BuickOldsPont (BOP)
Core Charge: $136.25

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
10"Full Race3000 - 5000 RPMs1000900$1,135.05$1,336.30
9"Full Race4000 - 6000 RPMs1000900$1,189.10$1,399.55

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.