Application
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
Features
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Hi-Capacity Filter
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Full flow oil circulation
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Maximum Torque and Thrust Capacity
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Reverse Safety Feature is included for Trans-Brake
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Trans-brake (optional) permits Max stall speed and has Instant release for full tree
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Forward Shift Pattern only
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Quick Shift Operation
Competition Components
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Modified Front Pump Assembly w/Teflon Rings
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(Optional) Internal Transbrake with electric activation
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Competition Hi-flow Manual Valve-body & High Pressure Regulator
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Solid 300M (non-lock-up) Input Shaft
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Heavy Duty Intermediate Mech. Diode Assembly
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Ultra-light Stamped Steel Drum Assemblies
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High Performance Clutch Packs
Options
| -TS | Transmission Shield - installed | $269.10 | $317.40 |
| -MR | Internal Rotating Mass Reduction Package - (Super Stock applications) | $991.30 | $1,166.10 |
| -AK1-b | Welding & machining modifications to bellhousing and front pump. | $328.90 | $387.55 |
| -GS3 | HD Wide Ratio Gear Set (2.84/1.56/1.00) | $687.70 | $808.45 |
| -AK1-c | OEM Ring Gear (used w/custom flexplate - can be customer supplied) | $113.85 | $133.40 |
| -YK1 | H.D. Billet C-4 Yoke | $172.50 | $201.25 |
| -YK2 | H.D. Billet yoke (large O.D.) | $201.25 | $230.00 |
| -AK1-e | OEM Crank Balancer (Specify Engine Compression, can be customer supplied) | $179.40 | $210.45 |
| -VSC | Variable Stall Control | $1,189.10 | $1,399.55 |
| -AK1-d | Custom Steel Flexplate | $897.00 | $1,054.55 |
| -DS | Dip Stick & Tube (cadmium plated w/ locking top - specify engine) | $79.35 | $93.15 |
| -HHP5 | High HP Modification - Oversized 300M Direct Drum Assy | $833.75 | $980.95 |
| -AK1-a | Core Mazda 20B Auto Bellhousing..(can be customer supplied) | $448.50 | $527.85 |
| -MT | Transmission Mount - polyurethane | $48.30 | $56.35 |
| -DP | Deep (alum.) Pan & Filter extension | $219.65 | $258.75 |
| -LB | Shift Lever & Bracket Kit (for Aftermarket Shifters) | $143.75 | $171.35 |
| -TB | Trans-brake feature added to full manual valve body | $241.50 | $282.90 |
Pricing
| CB15103-S1-MBL |
Pro Competition AO3 (AOD) - Stage 1 (Rotary/Import)
Core Charge:
$218.00
| $1,847.55 | $2,173.46 |
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
| 9" | Full Race | 3000 - 6000 RPMs | 900 | 750 | $1,493.85 | $1,758.35 |
| 7" | Full Race | 5000 - 8000 RPMs | 900 | 750 | $1,734.20 | $2,040.10 |
| 8" | Full Race | 3500 - 7000 RPMs | 900 | 750 | $1,493.85 | $1,758.35 |
| 9" | Extreme Duty | 3000 - 6000 RPMs | 1500 | 1200 | $1,906.70 | $2,243.65 |
| 8" | Extreme Duty | 4000 - 7000 RPMs | 1500 | 1200 | $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. 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.