Application
For tow vehicles and 4x4's etc.
Factory automatic type shift pattern with manual hold
Final unit calibration is based rear axle ratio in use
For proper operation TV cable must be properly installed and adjusted
Unit comes complete with general Instalation instructions
Features
-
Hi-Capacity Filter
-
Set up as “Non-lock-up" only
-
Improved Oil Circulation
-
Improved Slippage Reduction
Competition Components
-
OEM Overdrive Band
-
OEM Servo Assembly
-
Standard Clutch Packs
-
Solid 300M (non-lock-up) Input Shaft
Options
| -GS | HD Wide Ratio Gear Set (2.84/1.56/1.00/0.70) | $687.70 | $808.45 |
| -FM | Full manual Valve Body w/FWD shift pattern | $711.85 | $837.20 |
| -DS | Dip Stick & Tube (cadmium plated w/ locking top - specify engine) | $79.35 | $93.15 |
| -CK | Cross-member Adapter Kit (Early Mustang 65-73) | $209.30 | $246.10 |
| -LB | Shift Lever & Bracket Kit (for Aftermarket Shifters) | $143.75 | $171.35 |
| -FP | 164th Flexplate (specify engine balance, 0, 28 or 50oz.) | $143.75 | $158.70 |
| -YK1 | H.D. Billet C-4 Yoke | $172.50 | $201.25 |
| -RV | Recalibrated Valve Body - Shift Kit | $224.25 | $263.35 |
| -BK-M | SFI Bellhousing adapter kit ....Mopar (includes flexplate, crank pilot, modified Front pump) | $891.25 | $978.65 |
| -TVB | Throttle Pressure Shift (TV) Cable and Accelerator Bracket | $119.60 | $141.45 |
| -BK-F | SFI Bellhousing Adapter Kit-BB & Mod Ford/GM (incl. mod. front pump) | $645.15 | $759.00 |
| -AKY | Adapter Kit - Ford/Mopar to - Ford "Y" blk (54'-63') / Flat-head (49'-53') or Early Mopar SB (incl. Adapter plate, 164th Flexplate, crank pilot) - Mini-starter Additional | $951.05 | $1,117.80 |
| -AP | SFI Bellhousing Adapter kit & modified front pump for Ford FE blk | $951.05 | $1,117.80 |
Pricing
| HD11104-S-NL |
Core Charge:
$218.00
| $1,732.01 | $1,918.40 |
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
| 12" | Towing HD Low Stall (l/u and non l/u) | 1300 - 1700 RPMs | 300 | 280 | $388.70 | $456.55 |
| 11" | Towing HD Low Stall (l/u and non l/u) | 1200 - 1600 RPMs | 400 | 375 | $687.70 | $808.45 |
| 12" | Stock (l/u and non l/u) | 1500 - 1800 RPMs | 275 | 225 | $353.05 | $415.15 |
| 10" | Street (l/u or non l/u) | 2200 - 2800 RPMs | 475 | 400 | $687.70 | $808.45 |
| 12" | Street (l/u or non l/u) | 2000 - 2400 RPMs | 375 | 350 | $448.50 | $527.85 |
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.