Who’s running a automatic?
12-28-11, 10:02 PM
#26
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We have successfully adapted many of our transmissions for customers who are using Rotary type engines.** The key to making these conversions work is having the OEM 20B Automatic bellhousing readily available.** By modifying and machining this OEM bellhousing, we can bolt it directly to the modified front pump of our transmission.* We also make a special steel adapter flexplate that permits the use of a custom style GM type torque converter*which has a pilot that fits the rotary crankshaft.
*
We've had this transmission on the market many years and it's proven itself time and again in a multitude of high HP applications. We've used this unit in a number of Rotary applications.** By using the 20B bell-housing, the transmission will bolt directly to the motor.* The trans dimensions are: O.A. length 31 7/8" with the trans mount at 23 1/8" back from the front of the bellhousing.*
*
The optional trans-brake feature (if desired) is activated in low gear using a "line-lock" type switch mounted on the shifter, (or any other type of momentary switch).** Depending on the weight of the car, the rear axle ratio and the amount of bottom end torque that the motor produces most of our customers also choose to use the optional Wide Ratio Gear set.* It has a 2.84 1st gear ratio and offers a 17% increase over the standard 2.40 1st gear.**
*
If you're using your vehicle primarily for the*street and strip,*and your engine produces*less then 900hp and you plan on using the Trans-brake feature, you'll need the 8" Full Race type converter. This type of converter is built with an aluminum stator and incorporates the "anti-ballooning" plates to handle the higher temperature and pressure. This custom converter is built to fit the input shaft of the transmission*on one side and the Rotary engine crankshaft on the other.
*
I'm attaching our catalog spec sheet and a flyer that covers the Pro Competition Turbo 350 W/Trans-Brake Stg 1 transmission set up for Rotary engines.* It includes all the options, converters and pricing.*
*
Angela Christidis
FB Performance Transmission
We have successfully adapted many of our transmissions for customers who are using Rotary type engines.** The key to making these conversions work is having the OEM 20B Automatic bellhousing readily available.** By modifying and machining this OEM bellhousing, we can bolt it directly to the modified front pump of our transmission.* We also make a special steel adapter flexplate that permits the use of a custom style GM type torque converter*which has a pilot that fits the rotary crankshaft.
*
We've had this transmission on the market many years and it's proven itself time and again in a multitude of high HP applications. We've used this unit in a number of Rotary applications.** By using the 20B bell-housing, the transmission will bolt directly to the motor.* The trans dimensions are: O.A. length 31 7/8" with the trans mount at 23 1/8" back from the front of the bellhousing.*
*
The optional trans-brake feature (if desired) is activated in low gear using a "line-lock" type switch mounted on the shifter, (or any other type of momentary switch).** Depending on the weight of the car, the rear axle ratio and the amount of bottom end torque that the motor produces most of our customers also choose to use the optional Wide Ratio Gear set.* It has a 2.84 1st gear ratio and offers a 17% increase over the standard 2.40 1st gear.**
*
If you're using your vehicle primarily for the*street and strip,*and your engine produces*less then 900hp and you plan on using the Trans-brake feature, you'll need the 8" Full Race type converter. This type of converter is built with an aluminum stator and incorporates the "anti-ballooning" plates to handle the higher temperature and pressure. This custom converter is built to fit the input shaft of the transmission*on one side and the Rotary engine crankshaft on the other.
*
I'm attaching our catalog spec sheet and a flyer that covers the Pro Competition Turbo 350 W/Trans-Brake Stg 1 transmission set up for Rotary engines.* It includes all the options, converters and pricing.*
*
Angela Christidis
FB Performance Transmission
12-29-11, 06:43 AM
#27
Something to keep in mind, if you're using the 20B bellhousing to mate the trans, I've always assume you would need to use a matching auto rear iron and starter. Either FD or Cosmo. If you're using an FC based engine, you might be in a bit of a pickle.
12-29-11, 07:33 AM
#28
pushing s##t up hill
why cant you just bolt the flexplate onto the fc counterweight , didnt think it would be a issue, as you use a s4 one then bolt up the 20b flexplate, or if you have a s5 you use the correct s5 counterweight and do the same
12-29-11, 07:40 AM
#29
You do bolt the flexplate to the counterweight. However, all the Cosmos were automatics that had the forward facing starter. So if you use the 20B bellhousing like FB Trans is requesting, it won't have a provision for the normal rear facing starter. So, if you need to use the 20B bell, you will, I'm assuming/asking, need to use the forward facing starter and the corresponding rear iron to make it happen. What I'm pointing out has nothing to do with the counterweight/flexplate.
12-29-11, 08:58 AM
#31
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Most of the guys running clutchless transmissions use this same technique. Using the 20b rear housing allows you to use the stock 13b automatic starter wich will then allow you to use a sfi approved bell housing instead of fabicating a a scatter shield wich ends up being extra weight and labor if you need to service your clutch. Plus when my motor is spinning 10,000 rpm a sfi bell housing helps me sleep better at night.
12-29-11, 09:33 PM
#32
Reply from fb
We have successfully adapted many of our transmissions for customers who are using Rotary type engines.** The key to making these conversions work is having the OEM 20B Automatic bellhousing readily available.** By modifying and machining this OEM bellhousing, we can bolt it directly to the modified front pump of our transmission.* We also make a special steel adapter flexplate that permits the use of a custom style GM type torque converter*which has a pilot that fits the rotary crankshaft.
*
We've had this transmission on the market many years and it's proven itself time and again in a multitude of high HP applications. We've used this unit in a number of Rotary applications.** By using the 20B bell-housing, the transmission will bolt directly to the motor.* The trans dimensions are: O.A. length 31 7/8" with the trans mount at 23 1/8" back from the front of the bellhousing.*
*
The optional trans-brake feature (if desired) is activated in low gear using a "line-lock" type switch mounted on the shifter, (or any other type of momentary switch).** Depending on the weight of the car, the rear axle ratio and the amount of bottom end torque that the motor produces most of our customers also choose to use the optional Wide Ratio Gear set.* It has a 2.84 1st gear ratio and offers a 17% increase over the standard 2.40 1st gear.**
*
If you're using your vehicle primarily for the*street and strip,*and your engine produces*less then 900hp and you plan on using the Trans-brake feature, you'll need the 8" Full Race type converter. This type of converter is built with an aluminum stator and incorporates the "anti-ballooning" plates to handle the higher temperature and pressure. This custom converter is built to fit the input shaft of the transmission*on one side and the Rotary engine crankshaft on the other.
*
I'm attaching our catalog spec sheet and a flyer that covers the Pro Competition Turbo 350 W/Trans-Brake Stg 1 transmission set up for Rotary engines.* It includes all the options, converters and pricing.*
*
Angela Christidis
FB Performance Transmission
We have successfully adapted many of our transmissions for customers who are using Rotary type engines.** The key to making these conversions work is having the OEM 20B Automatic bellhousing readily available.** By modifying and machining this OEM bellhousing, we can bolt it directly to the modified front pump of our transmission.* We also make a special steel adapter flexplate that permits the use of a custom style GM type torque converter*which has a pilot that fits the rotary crankshaft.
*
We've had this transmission on the market many years and it's proven itself time and again in a multitude of high HP applications. We've used this unit in a number of Rotary applications.** By using the 20B bell-housing, the transmission will bolt directly to the motor.* The trans dimensions are: O.A. length 31 7/8" with the trans mount at 23 1/8" back from the front of the bellhousing.*
*
The optional trans-brake feature (if desired) is activated in low gear using a "line-lock" type switch mounted on the shifter, (or any other type of momentary switch).** Depending on the weight of the car, the rear axle ratio and the amount of bottom end torque that the motor produces most of our customers also choose to use the optional Wide Ratio Gear set.* It has a 2.84 1st gear ratio and offers a 17% increase over the standard 2.40 1st gear.**
*
If you're using your vehicle primarily for the*street and strip,*and your engine produces*less then 900hp and you plan on using the Trans-brake feature, you'll need the 8" Full Race type converter. This type of converter is built with an aluminum stator and incorporates the "anti-ballooning" plates to handle the higher temperature and pressure. This custom converter is built to fit the input shaft of the transmission*on one side and the Rotary engine crankshaft on the other.
*
I'm attaching our catalog spec sheet and a flyer that covers the Pro Competition Turbo 350 W/Trans-Brake Stg 1 transmission set up for Rotary engines.* It includes all the options, converters and pricing.*
*
Angela Christidis
FB Performance Transmission
12-30-11, 07:03 PM
#33
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3k range, its right on their website, what they sent me is 104kb so forum wont let me post. 1700 for trans, 250 for milling, 1250 for converter, obviously you can add some options and if you don’t have a bell housing or Mazda flex plate/counterweight it can get pricy. I got to take a look at a Chevy SFI bell housing, I’m w Dee and would prefer to have a SFI rated one over a Mazda one.
12-30-11, 09:01 PM
#34
If you get it to work and be under 4k I will sign up. Also sHow me a video of you cutting a light. I wanted to go this route years back but could never get any help or if other than n. Caribean. Everyone had me scared it wouldn't get of th lie consistent. Best of luck with it.
12-30-11, 10:05 PM
#35
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3k range, its right on their website, what they sent me is 104kb so forum wont let me post. 1700 for trans, 250 for milling, 1250 for converter, obviously you can add some options and if you don’t have a bell housing or Mazda flex plate/counterweight it can get pricy. I got to take a look at a Chevy SFI bell housing, I’m w Dee and would prefer to have a SFI rated one over a Mazda one.
01-02-12, 11:45 AM
#36
mike lowe
Ran 8.0's about 10 years ago with a turbo 350 and a trick 8" convertor. Mike Lowe ran 7.5 with a power glide about 5 years ago. Dont rule out some of the electronically controlled automatics. With the avialability of stand alone electronic transmission controllers u can do some cool stuff.
Usually only take about two tries to get the convertor right. First try will be with a dyno sheet. Then install the convertor and use your data aquisition to calculate your torque convertor efficency then send convertor back for the necesary small tweeks and bam your done!
Usually only take about two tries to get the convertor right. First try will be with a dyno sheet. Then install the convertor and use your data aquisition to calculate your torque convertor efficency then send convertor back for the necesary small tweeks and bam your done!
01-03-12, 05:58 AM
#39
You may still need a flexplate shield, SFI flexplate, and case shield. Not sure at what point these become necessary, but they are required at some point. The Quicktime bellhousings are SFI rated. Think the FB flex plate is as well. Spendy though! The blankets are an easy case shield option, lots of steel and composite options too.
01-03-12, 08:48 AM
#40
pushing s##t up hill
, not saying its not possible, but ive never seen it or herd of it Ballistic blankets are required on the gear case though , but even they are being outlawed slowly for shields on the gear casing (autos) , for the superior scatter shield type protection
01-03-12, 09:52 AM
#41
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2:14 TRANSMISSION, AUTOMATIC
Any non-OEM floor-mounted automatic-transmission shifter must
be equipped with a spring-loaded positive reverse lockout device to
prevent the shifter from accidentally being put into reverse gear.
Functional neutral safety switch mandatory. All transmission lines
must be metallic or high-pressure-type hose. All vehicles running
quicker than 10.99 seconds or faster than 135 mph and using an
automatic transmission must be equipped with a transmission
shield meeting SFI Spec 4.1 and labeled accordingly. (Blanket-type
shield, appropriately labeled as meeting SFI Spec 4.1, permitted.)
All non-blanket-type shields must incorporate two (or one, per
manufacturer’s instructions) 3/4" x 1/8" straps that bolt to the shield
on each side and pass under the transmission pan, or
transmission pan must be labeled as meeting SFI Spec 4.1.
Permitted in all classes where an automatic transmission is used.
All vehicles running quicker than 9.99 seconds or faster than 135
mph and using an automatic transmission must be equipped with a
flexplate meeting SFI Spec 29.1 and covered by a flexplate shield
meeting SFI Spec 30.1
Any non-OEM floor-mounted automatic-transmission shifter must
be equipped with a spring-loaded positive reverse lockout device to
prevent the shifter from accidentally being put into reverse gear.
Functional neutral safety switch mandatory. All transmission lines
must be metallic or high-pressure-type hose. All vehicles running
quicker than 10.99 seconds or faster than 135 mph and using an
automatic transmission must be equipped with a transmission
shield meeting SFI Spec 4.1 and labeled accordingly. (Blanket-type
shield, appropriately labeled as meeting SFI Spec 4.1, permitted.)
All non-blanket-type shields must incorporate two (or one, per
manufacturer’s instructions) 3/4" x 1/8" straps that bolt to the shield
on each side and pass under the transmission pan, or
transmission pan must be labeled as meeting SFI Spec 4.1.
Permitted in all classes where an automatic transmission is used.
All vehicles running quicker than 9.99 seconds or faster than 135
mph and using an automatic transmission must be equipped with a
flexplate meeting SFI Spec 29.1 and covered by a flexplate shield
meeting SFI Spec 30.1
01-03-12, 05:04 PM
#42
pushing s##t up hill
cool, those rules are quite different to ours , we got nothing like that haha . shield or blanket around the case for cars quicker than 10 sec , nothing at all about flex plates or shields for bellhousings , wonder if we will see a change soon in that respect
Quick time bellhousing AOD
07-15-12, 09:35 PM
#47
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You can Find some Video and Info. about automatic Transmission on Sports Compact Car............. Redirecting...
07-27-12, 08:11 AM
#49
Senior Member
if you dont care to drive it on the street the auto will be your best bet
it would be crummy on the street though since you will need such a loose converter to work with the rotary
boosted v8 guys can get away with tight converters because of the torque curve, not so much with the rotary
the converter game is easy too..... i paid 450 bucks for a spec'd converter for my combo from PTC
it would be crummy on the street though since you will need such a loose converter to work with the rotary
boosted v8 guys can get away with tight converters because of the torque curve, not so much with the rotary
the converter game is easy too..... i paid 450 bucks for a spec'd converter for my combo from PTC
07-28-12, 06:27 PM
#50
HOT NUT'S RACING
Ran 8.0's about 10 years ago with a turbo 350 and a trick 8" convertor. Mike Lowe ran 7.5 with a power glide about 5 years ago. Dont rule out some of the electronically controlled automatics. With the avialability of stand alone electronic transmission controllers u can do some cool stuff.
Usually only take about two tries to get the convertor right. First try will be with a dyno sheet. Then install the convertor and use your data aquisition to calculate your torque convertor efficency then send convertor back for the necesary small tweeks and bam your done!
Usually only take about two tries to get the convertor right. First try will be with a dyno sheet. Then install the convertor and use your data aquisition to calculate your torque convertor efficency then send convertor back for the necesary small tweeks and bam your done!
