Pro Competition AO3 (AOD) - Stage 1 (Rotary/Import)

Maximum HP Rating: 900
Maximum Torque Rating 750
Standard Gear Ratio: 2.40/1.47/1.00
Optional Gear Ratio: 2.84/1.56/1.00


Built for All-out racing - drag, etc., & Limited street use
Easily adapted to most rear-wheel drive vehicles 
Full-manual "forward" shift pattern - only
Installation instructions included


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

Competition Components

  • Modified Front Pump Assembly w/Teflon Rings
  • (Optional) Internal Transbrake with electric activation
  • Competition Hi-flow Manual Valve-body & High Pressure Regulator
  • Solid 300M (non-lock-up) Input Shaft
  • Heavy Duty Intermediate Mech. Diode Assembly
  • Ultra-light Stamped Steel Drum Assemblies
  • High Performance Clutch Packs


OptionDescriptionRacer NetList Price
-TSTransmission Shield - installed$269.10$317.40
-MRInternal Rotating Mass Reduction Package - (Super Stock applications)$991.30$1,166.10
-AK1-bWelding & machining modifications to bellhousing and front pump.$328.90$387.55
-GS3HD Wide Ratio Gear Set (2.84/1.56/1.00)$687.70$808.45
-AK1-cOEM Ring Gear (used w/custom flexplate - can be customer supplied)$113.85$133.40
-YK1H.D. Billet C-4 Yoke$172.50$201.25
-YK2H.D. Billet yoke (large O.D.)$201.25$230.00
-AK1-eOEM Crank Balancer (Specify Engine Compression, can be customer supplied)$179.40$210.45
-VSCVariable Stall Control$1,189.10$1,399.55
-AK1-dCustom Steel Flexplate$897.00$1,054.55
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$79.35$93.15
-HHP5High HP Modification - Oversized 300M Direct Drum Assy$833.75$980.95
-AK1-aCore Mazda 20B Auto Bellhousing..(can be customer supplied)$448.50$527.85
-MTTransmission Mount - polyurethane$48.30$56.35
-DPDeep (alum.) Pan & Filter extension$219.65$258.75
-LBShift Lever & Bracket Kit (for Aftermarket Shifters)$143.75$171.35
-TBTrans-brake feature added to full manual valve body$241.50$282.90


Part Number Racer NetList Price
Pro Competition AO3 (AOD) - Stage 1 (Rotary/Import)
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 Race3000 - 6000 RPMs900750$1,493.85$1,758.35
7"Full Race5000 - 8000 RPMs900750$1,734.20$2,040.10
8"Full Race3500 - 7000 RPMs900750$1,493.85$1,758.35
9"Extreme Duty3000 - 6000 RPMs15001200$1,906.70$2,243.65
8"Extreme Duty4000 - 7000 RPMs15001200$1,906.70$2,243.65

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.