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Pro Max Ultra Competition Turbo 400 w/TB - Stage 4

Maximum HP Rating: 2700 +
Maximum Torque Rating 1900 +
Standard Gear Ratio: 2.10/1.40/1.00
Optional Gear Ratio: 1.85/1.33/1.00

Application

Built for Extreme power and All-out race cars.
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

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

Competition Components

  • Machined Center Support with split Bronze Bushing
  • 300M Input Shaft with Special Drum Spline
  • Billet Alum Direct Drum w/Extreme Duty Sprag
  • Special Teflon Sealing Rings
  • Deep pan and Filter Extension
  • Clutch Packs Modified for additional extreme duty Frictions
  • High Impact 9310 Steel 2.10/1.40 Straight-cut Planetary Gear Set
  • Internal Trans-brake with electric activation in 1st or 2nd Gear
  • Solid 300M Intermediate Shaft

Options

OptionDescriptionRacer NetList Price
-VBSBillet Alum. Valve body and Spragless Steel Drum Assy.$931.00$1,095.00
-AF2Billet Alum. FWD Drum$910.00$1,070.00
-DSDip Stick & Tube (cadmium plated w/ locking top - specify engine)$69.00$81.00
-BKSFI Bellhousing Adapter Kit- Ford (includes flexplate and crank pilot)$702.00$826.00
-VSCVariable Stall Control....includes billet alum. valve body & modified front pump$1,040.00$1,223.00
-APVDodge Viper to GM Adapter Kit - Incl. Adapter Plate, SFI Flexplate, Crankshaft Pilot & Hardware (All except 03' & 04')$2,387.00$2,808.00
-AKCNC Adapter Ring - GM to Ford...w/flexplate & crank pilot (Specify engine size & balance)$567.00$667.00
-TSTransmission Shield - installed$234.00$276.00
-GS2Ext. Duty Billet St. Cut Planetary gear set...(1.85/1.33/1.00)$389.00$458.00
-BLSFI Bellhousing- installed for GM$338.00$397.00

Pricing

Part Number Racer NetList Price
PM-12004-4-DP
Pro Max Ultra Competition Turbo 400 w/TB - Stage 4
Core Charge: $200.00
$6,295.00$7,400.00


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
10"Extreme Duty - Bolt Together3000 - 5000 RPMs25002000$2,077.00$2,444.00
9"Extreme Duty..(Turbo/Super Appl)3000 - 6000 RPMs15001200$1,348.00$1,586.00
11"Extreme Duty - Bolt Together2800 - 4500 RPMs28002200$2,387.00$2,808.00
13"Extreme Duty2800 - 4000 RPMs28002400$1,764.00$2,075.00
11"Extreme Duty2800 - 4500 RPMs28002200$1,764.00$2,075.00
10"Extreme Duty3000 - 5000 RPMs25002000$1,556.00$1,830.00
9"Extreme Duty - Bolt Together4000 - 6000 RPMs15001200$1,971.00$2,319.00

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.