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FRTC2 – 2 SPEED TRANSFER CASE W/ LOCKABLE SPRAG
This transfer case gives you the option of shifting between two ratios and comes with an incorporated sprag that can be locked out to maintain 4WD while the transmission is in reverse. The sprag decouples the front drive from the rear drive to improve handling characteristics and minimize braking loads on the front drivetrain. The FRTC2 is configurable in a mid-engine or front-engine race car. A variety of ratios can be used in this transfer case so that it can be used as a high/low shift for rock crawling or an overdrive shift for high speed desert sections.
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FRONT DIFF, 10″ RING GEAR, DIRECT DRIVE
This is our 10″ front differential without a drop gear input. The direct drive helps in situations where suspension geometry points are close to the differential and also in mid engine applications where the front driveshaft does not follow the standard counter clockwise rotation. As with most of our products, it can be configured for a lightweight or heavy race car. Sold as a torque sensing or open differential. 930 or 934 CV flanges. Yoke or CV input.
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FRONT DIFF, 10″ RING GEAR, 5″ DROP GEAR W/ SPRAG
This differential uses our race proven 10″ front differential, originally raced in a trophy truck in 2015, and incorporates a new larger drop gear input that comes integrated with a sprag. It can be used in a front engine or mid engine configuration. Adding the sprag may help with clearance to the pulleys and front accessories of the engine. The unit can be configured to accommodate both high horsepower/heavyweight trucks and small horsepower/lightweight buggies. Sold as a torque sensing or open diff. 930 or 934 CV flanges. Yoke or CV input.
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TURBO 400 TRANSFER CASE W/ SPRAG
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CAN-AM X3 SECONDARY CLUTCH HELIX
There are 4 different helix angle combinations engineered for different desert racing loads, along with faster up shifts and a quicker zero to 60 acceleration. This Secondary Clutch Helix has improved engine braking, lower belt temperatures, and higher top speeds. Customer must supply a stock X3 Secondary Clutch to be machined to accept the larger diameter rollers. Price includes modifications and assembly of the helix and rollers.
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FORTIN FRS5 4.0 SEQUENTIAL
The mission was to design the ultimate off-road transaxle that could handle over 1000 hp with 40” tires in a 6000-pound open-wheel vehicle. This all-new gearbox design for 2019 takes the race-winning proven design of the FRS5 and adds strength across the board. Raising the bar to the next level, this is the strongest transaxle period.
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FRS5 SEQUENTIAL
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FRS5L SEQUENTIAL
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FORTIN FRS4 SEQUENTIAL
The Fortin FRS4 is a 4-speed sequential transaxle. Designed
for smaller unlimited class off-road race cars. It is also perfect for lighter high
horsepower recreational vehicles. Built on 3.5” gear centers and a 10” ring gear
diameter the FRS4 uses an 18mm wide 1st gear and 25mm wide 2-4th gears. -
FORTIN 5SPD H PATTERN
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. Over the years the Fortin Transaxle continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. This classic design is the foundation under some of our more modern sequentially shifted boxes. Whether you prefer an older style of shifting or class restrictions prohibit sequential shifting, this transaxle stands as a testament to the performance and quality that Fortin Racing is known for.
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FRS6 SEQUENTIAL
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FORTIN 4SPD H PATTERN
The Fortin 4 speed “H” pattern transaxle has become the workhorse of all off-road gearboxes. First developed in 1994, it has won more unlimited class off-road races and championships the past 25 years than any other transaxle on the market. Built on 3.5” gear centers with a 10” ring gear diameter.
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FRST5 4.0 CDS
“Fortin Racing 5 Speed Sequential AWD Truck Gearbox, 4” Gear Center with Center Diff and Sprag” The mission was to design the ultimate AWD Trophy Truck gearbox that could handle over 1000 hp with 40” tires in a 7000-pound truck. This all new AWD gearbox design for 2019 takes the race winning proven design of the FRST5 (3x Overall winner of the Mint 400) and adds strength across the board. This gearbox is currently being run in a truck capable of producing over 1500 hp. Increased traction features have allowed this vehicle to produce speeds over 160 mph.
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FRST5x4 SEQUENTIAL
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FRST5 SEQUENTIAL
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FRST5 3.5 CDS
Fortin Racing developed and converted the first Hewland Transaxle, originally designed for Formula and Indy Car racing, for off-road desert racing in 1971. The Hewland DG 300 with Fortin modifications quickly became the off-road racing industry leader as it allowed unlimited class teams to increase their engine size to 3.2 litre.
In the early 1980’s Fortin Racing began developing the Fortin 5spd. The Fortin Transaxle has continued to evolve to meet the demands of off-road racing, desert rally racing, endurance road course racing and drag racing around the world. The transaxle is currently running up to 700 Hp in off-road racing, over 1000 Hp in recreational vehicles and over 1100 Hp in front-wheel-drive drag race cars. The new off-road desert and short course truck gearboxes are currently being run with over 800 Hp. The most recent Fortin Transaxle wins include the 2007 Dakar Rally, the 2008 BITD Terrible Town 250, the 2008 SCORE Baja 500, the 2008 SCORE Baja 1000 and the 2008 BITD Vegas to Reno. McDowell Motorsports recently won the 2008 BITD points championship and “The King of The Desert” award for fastest mile per hour average among all classes for the entire season using the FRS5 transaxle.
The original Fortin 5 speed has evolved during the past 20 years into a complete line up of gearboxes including 4 and 5 speed “H” pattern gearboxes and 4, 5 and 6 speed sequential gearboxes. No matter what your application is we can match you with the right gearbox.
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FRST4 / 5L SEQUENTIAL
4 speed sequentially shifted gearbox designed for front-engine rear-wheel-drive race cars. Optional Chevy or Ford bell housing. The gearbox is built on 3.5” gear centers. The FRS4 has a 25mm wide-tooth face whereas the FRS5L has 18mm wide-tooth faces. The FRS4 is perfect for off-road race trucks with up to 700hp and 39” tires. The FRS5L is designed for road race applications and Drift cars with over 1000hp. The gearbox can be used with a torque converter
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Front Differential (Pro4/TT)
Created at a time when a true offroad racing front differential did not exist. This championship proven part can be sold in multiple configurations that address your specific racing needs. Choose your CV size (930 or 934), differential carrier (open or torque biasing), main case material (billet or cast), and drop gear set (3.5″ or 4.0″). The input drop gear set not only gets the rotation of the ring gear correct for the front drive, but also provides some reduction in the gear set. This allows you to run a taller (and stronger) 10.5″ ring and pinion.
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934 NON PLUNGING COMPLETE CV
All Fortin CV housings, stars, and cages are made in house. The CV outside diameter is machined to 5.0” and the bolt holes are 1/2”. Fortin 934 non-plunging CV’s can travel to a maximum of 49 degrees. The CV outer housing has a black oxide finish and the cage and star have a REM polished finish. Stars are available in 35 spline. The individual components of the CV joint can be purchased separately. Call for individual component pricing.
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AWD Trophy Truck Front Hub, 6 on 6.5
AWD Trophy Truck front hub and upright assembly with 6 on 6.5” wheel stud pattern. 4130 bearing housing is provided to the car builder/fabricator to weld on upper and lower ball joint mounts and steering mounts. The upright is then stress relieved and heat treated before Fortin Racing machines the bearing bores. Included in the package are two Fortin high angle non plunging cv joints. The 6061-T6 wheel hat is hard anodized and accepts StopTech, Alcon, Coleman and Brembo brake rotors.
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CAN-AM X3 FRONT HUBS
Fortin Racing, Inc. has applied over 40 years of off-road racing drive train experience to the Can-Am X3 drive line. The mission was to improve the strength and reliability of the front hub, upright, bearings, CV’s, axles, brakes and overall steering and suspension geometry. With the increased loads from larger diameter tires and wheels, heavier vehicle weights, and the demands of endurance off road racing, a complete redesign was required. Starting with the upright or bearing carrier, the stock cast aluminum part was redesigned utilizing aerospace quality 7075 billet aluminum. The upright requires new upper and lower control arms, utilizing spherical balls. The control arms must be made to Fortin dimensions to take full advantage of the steering and suspension geometry improvements. The front wheel bearings have been replaced with large 4.3” taper roller bearings. The front hub hat has been made with light 6061-T6 billet aluminum to keep rotating weight to a minimum while keeping the stock 12mm 4 bolt wheel stud pattern. For improved braking power, larger 11” diameter rotors and exclusive Fortin 4 piston radial mount race calipers by StopTech have been incorporated. Piston bore diameters have been designed to be used with the stock master cylinder. The stock metric brake line banjo fitting bolts directly on the caliper. Applying years of CV joint manufacturing experience, 300m and aerospace alloys have been used in an all-new non-plunging high angle CV joint. The CV’s are bolted to the inner and outer stub axles flanges eliminating the use of wire spring clips and making the assembly more serviceable. The high angle CV boots are fixed to removable flanges as well. The 300m axle shafts are custom made to the required length for the specific width of the car. The kit comes complete with inner stub axles that are through bolted into the rear differential.
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CAN-AM X3 REAR HUBS
Fortin Racing, Inc. has applied over 40 years of off-road racing drive train experience to the Can-Am X3 rear driveline. The mission was to improve the strength and reliability of the rear hub, upright, bearings, CV’s, axles and brakes. With the increased loads from larger diameter tires and wheels, heavier vehicle weights, and the demands of endurance off-road racing, a complete redesign was required. Starting with the upright or bearing carrier, the stock cast aluminum part was redesigned utilizing aerospace quality 7075 billet aluminum. Keeping all the stock link and trailing arm pivots in place, the stock bushings have been replaced
with precision spherical ball bearings. The rear wheel bearings have been replaced with large 4.3” taper roller bearings. The rear hub hat has been made with light 6061-T6 billet aluminum to keep rotating weight to a minimum while keeping the stock 12mm 4 bolt wheel stud pattern. For improved braking power, larger 11” diameter rotors and exclusive Fortin 4 piston radial mount race calipers by StopTech have been incorporated. Piston bore diameters have been designed to be used with the stock master cylinder. The stock metric brake line banjo fitting bolts directly on the caliper. Applying years of CV joint manufacturing experience, 300m and aerospace alloys have been used in an all-new non-plunging high angle CV joint. The CV’s are bolted to the inner and outer stub axles flanges eliminating the use of wire spring clips and making the assembly more serviceable. The high angle CV boots are fixed to removable flanges as well. The 300m axle shafts are custom made to the required length for the specific width of the car. The kit comes complete with inner stub axles that are through-bolted into the rear differential.
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2019 YXZ HUB HAT ASSEMBLY
Designed for any racing application where a lighter hub hat is desired. This piece is 2 lbs lighter, per corner, than the OEM hub hat. Decrease unsprung weight and rotating mass while still maintaining the strength and rigidity required to rip through corners or nail the off-camber landing into the turn. The entire hub assembly with a billet upright and bigger brakes are coming soon, stay tuned! The billet YXZ Front Upright with double sheer spherical balls is now available.
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X3 Front Upright
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YXZ Front Upright
Made for the YXZ 1000, this 7075 billet upright maintains stock mounting locations while putting the UCA, LCA, and tie rod in double shear. It uses the OEM wheel bearing so that the OEM CV’s and axles can be used. Check out the YXZ hub hat assembly that can be used in conjunction with this upright to maximize weight savings and strength.
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PR3 2.75 POWER RACK
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6 on 6.5 Front Hubs, 1.125″ x 14″ Billet Vented Rotor
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PR2 2.5 POWER RACK
The strongest and lightest 2.5” Power Rack available. The PR2 2.5 has steered race vehicles to the winner’s circle of the worlds largest off-road races. Winners of the Baja 1000, Baja 500, Vegas to Reno, Dakar, and Traxxas TORC short course truck races all have this rack in common. The all billet aluminum housing design makes for an extremely strong and light package. The ram piston is a true 2.5″ diameter. The rack has a total of 4.25″ of travel. It comes standard with a tie rod steering mount with 7″ or 15″ spread or an optional blank steering mount that allows the car builder to locate the tie rod holes where they are needed. This rack should be used with our open port Sweet servo.
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930 Rear Hub Assembly with 4 Piston Calipers
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6 on 6.5 Rear Hub Assembly with 1.125″ x 14″ Billet Vented Rotor
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Front Hub 2″ Spindle, 12″ – .750 Rotor, 6 Piston Caliper (No Calipers)
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Pro Buggy Front Hub, Combo Spindle
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TURBO 400 TRANSFER CASE
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PRO BUGGY FRONT HUB ROTORS
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0.750 Rear Hub Assembly with Wheel Support Cap and CV’s
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TROPHY TRUCK REAR HUB ASSEMBLY – 6 ON 6.5
This 6 on 6.5 full floater hub mounts on a 3.25″ spindle snout commonly found on today’s trophy trucks. It comes with a protective seal cover that houses a higher temp Viton seal. Adapt to multiple brake rotor patterns with the brake rotor adapter.
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0.375 Rear Hub Assembly with CV Housing
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PLANETARY GEAR REDUCTION
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BRAKE ROTOR, 14” x .810”
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UTV SPRAG
Developed for the Maverick X3 from principles proven in the Pro 4 Sprag, this compact drive coupling gives the car better handling characteristics and enables true front to rear brake biasing. The sprag mechanically locks to drive the front diff under power and decouples while coasting.
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D30 FRONT DIFFERENTIAL
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BRAKE ROTOR, 12” x .375”
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PRO 4 BRAKE ROTOR
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RT1 Front Differential
We took what we learned in our Pro 4 and Trophy Truck front differentials and scaled those parts down to work with 33″ tires in a desert racing application. This is a Torsen style LSD differential that mechanically controls torque between the side gears. The differential housing is supported with billet side covers that house the same large tapered roller bearings that we use in our X3 open differential. Built into the OEM X3 Smart-Lok case, this front differential is BITD and SCORE legal.
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FRONT BRAKE ROTOR, 12” x .375”
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BRAKE ROTOR, 12.3” x .750”
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PRO R OPEN FRONT DIFFERENTIAL
Much like the modifications we do for the Maverick X3 Smart-Lok differential – this kit takes these ideas and applies them to the Polaris Pro R platform. These improvements are meant for the front differential only. We remove the OEM differential carrier ball bearings and replace them with tapered roller bearings that are rigidly supported by a billet side cover. We also install our pinion lock nut to ensure the pinion nut doesn’t come loose in operation. Lastly, we remove the locking mechanism for the differential carrier making this an open differential 100% of the time. These upgrades are perfect for any type of racing, prerunning, or recreational driving in the desert.
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X3 OPEN FRONT DIFFERENTIAL
Designed to address the extreme conditions and higher loads that come with desert racing. This Can Am X3 front differential is BITD and SCORE legal. This kit uses billet side covers with larger tapered roller bearings to support the ring gear properly. All gears are REM polished.
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X3 Alternator Kit
The X3 Alternator Kit was designed to meet the high electrical power demands that come with desert racing. Go with the efficient 140 amp Bosch alternator, for racing applications. Use the 115 amp option for recreational use or where alternator efficiency isn’t a top priority. This kit operates in conjunction with the OEM stator so that essential electronics have the necessary power at idle.
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X3 CHASSIS FDX3-106
A full tube UTV chassis that is BITD and SCORE legal for the Turbo UTV class. This is compatible with all of the X3 UTV parts we make and can be built to any package between a roller and turnkey car. Give us a call for pricing.
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X3 CHASSIS FDX3-118
A full tube UTV chassis that is BITD and SCORE legal for the unlimited UTV class. This can also be used as a nimble, AWD, and low maintenance pre-runner. It uses readily available parts that are relatively low cost when considering the high end truck builds. This is compatible with all of the X3 UTV parts we make and can be built to any package between a roller and turnkey car. Give us a call for pricing.
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X3 CHASSIS KIT
Buy as a kit that you can weld together yourself, or have us weld it for you. This kit is BITD/SCORE legal and can be sold with various aluminum packages.
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BRAKE ROTOR, 11” x .250”
Brake rotor designed to give more braking power to UTV’s using Fortin front and rear hubs. The FD206567 is currently used on our Can-Am front and rear hubs. The wavy profile of the blade rotor design reduces weight and helps reduce tapered pad wear.
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PRO 4 SPRAG
Designed for AWD offroad racing applications, this one way drive coupling locks in one rotational direction and freewheels in the other. Used in many AWD short course and desert racing series. Can be ordered as an attachment to our AWD transmissions or as a standalone unit.
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PR3 2.0 POWER RACK – VERTICAL MOUNT
All-new design includes a one-piece billet aluminum ram housing that is made out of hard anodized 6061-T6. The rack and pinion gear are made from an aerospace quality heat-treated alloy. All piston shafts are 17-4 heat-treated stainless, to resist corrosion while maintaining strength. The PR3 2.0 is a strong and lightweight option commonly used in desert racing applications where the vehicle has 33″ tires or smaller.
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PR3 2.0 POWER RACK – X3, HORIZONTAL MOUNT
All-new design includes a one-piece billet aluminum ram housing that is made out of hard anodized 6061-T6. The rack and pinion gear are made from an aerospace quality heat-treated alloy. All piston shafts are 17-4 heat-treated stainless, to resist corrosion while maintaining strength. The PR3 2.0 is a strong and lightweight option commonly used in desert racing applications where the vehicle has 33″ tires or smaller. This rack is used to replace the OEM X3 electric steering rack, call for details.
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PRB 2.0 POWER RACK
The PRB 2.0 has become very popular for 1/1600 and 5/1600 race vehicles, for its light, compact and strong design. The power rack is made from a siNgle piece of 6061-T6 billet aluminum, hard anodized. Eliminating the need for an external ram to be mounted to the beam. The control valve is mounted directly to the unit also. The rack and pinion gears are made from heat treated alloys. The piston shafts are heat treated ground stainless. This rack is designed to be the last rack you will ever need to buy for your beam front suspension vehicle.
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Pro 4 Front Hubs (No Rotors or Calipers)
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ELECTRIC POWERED HYDRAULIC POWER STEERING PUMP
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Pro 4 Rear Hub Assembly (No Rotors or Calipers)
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934 PLUNGING COMPLETE CV
All Fortin CV housings, stars, and cages are made in house. The CV outside diameter is machined to 5.0” and the bolt holes are 1/2”. We machine the housing on one side to fit in the Fortin Gearbox CV flange register. The CV outer housing has a black oxide finish and the cage and star have a REM polished finish. Stars are available in 33 spline and 35 spline. The individual components of the CV joint can be purchased separately. Call for individual component pricing.
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Torque Converter Bolt Together 245mm, Extreme Converter
TURBO 400 “EXTREME SERIES XL” 245MM XTRA-LITE BILLET SERIES ALUMINUM CONVERTER
• BOLT-TOGETHER
• 6 BOLT BILLET ALUMINUM COVER
• FITS 1-1/8 35 SPLINE INPUT SHAFT W/ GM 27 SPLINE STATOR SHAFT
• GM PUMP DRIVE -
930 PLUNGING COMPLETE CV
All Fortin CV housings, stars, and cages are made in house. Stars are available in 28 spline and 30 spline. The individual components of the CV joint can be purchased separately. Call for individual component pricing.
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SPOOLS (36 SPL and 45 SPL)
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FORD 10” PINION SUPPORT, XL
Our XL version of the Ford 10″ Pinion Bearing Support uses larger tapered roller bearings and spreads them even further apart to support the pinion head with maximum rigidity. A hard anodized aluminum cover houses the pinion seal and acts as a rock guard for the 4340 pinion bearing housing.
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FORD 9” PINION SUPPORT
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SWEET POWER STEERING SERVO
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PRO 4 STEERING MOUNT
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FORTIN BILLET SHIFTER
Our Billet Shifter Arm is integrated and has been redesigned to make fine adjustments to the spread of the H shift pattern. Essentially this feature allows the user to widen the spacing between 1st, 3rd, and 5th gear. Note that 2nd, 4th, 6th, and reverse gears will also be spread apart when adjusted. We have also developed a proper short shifter option that wonÍt damage or break the cable guides. This is accomplished by making the shifter cable mounting point adjustable to correct the angle at the cable connection. The shift lever and shifter ball are made from solid stainless steel and seated in a spring-loaded brass socket. This combination of stainless and brass allows the two materials to lap together while the springs push up and eliminate ñplayî at the ball. The lever is fully adjustable in height and offsets rotation. Height can be adjusted up to 2″ taller or shorter than stock and there is an amazing 90 different offset positions.
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FORTIN “H” PATTERN SHIFTER
Our H Pattern Shifter Arm is integrated and has been redesigned to make fine adjustments to the spread of the ñHî shift pattern. Essentially this feature allows the user to widen the spacing between 1st, 3rd and 5th gear. Note that 2nd, 4th, 6th and reverse gears will also be spread apart when adjusted. We have also developed a proper short shifter option that wonÍt damage or break the cable guides. This is accomplished by making the shifter cable mounting point adjustable to correct the angle at the cable connection. The shift lever and shifter ball are made from solid stainless steel and seated in a spring loaded brass socket. This combination of stainless and brass allows the two materials to lap together while the springs push up and eliminate ñplayî at the ball. The lever is fully adjustable in height and offset rotation. Height can be adjusted up to 2″ taller or shorter than stock and there is an amazing 90 different offset positions.
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Front Hub 2″ Spindle, 12″ 3/8 Rotor, 4 Piston Caliper (No Caliper)
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PR2 2.0 / 2.5 STEERING MOUNTS
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FNP 2.0 CV JOINT
Oversized CV Joint used as an upgrade to the stock CAN-Am X3 front CV Joint. This is a bolt on CV Joint requires Fortin CV Flanges.
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CAN-AM X3 FRONT AXLE PAIR, 23 SPLINE, 29.6”
Front axles for +3 width (78”) Can-Am X3. Must be used with Fortin FNP 2.0 CV joints. Larger in diameter than stock X3 axles, 23 spline. Spec 300m material. 100% machined in house and shot peened after heat treat for stress relief. These axles are sold separately or as part of the Fortin X3 front upright and hub kit.
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FNP 1.0 CV JOINT
Oversized CV Joint used as an upgrade to the stock CAN-Am X3 rear CV Joint. This is a bolt on CV Joint requires Fortin CV Flanges. Fortin FNP CV Joints can travel up to a maximum of 49 degrees. The housing cage and star all have a REM polished finish. The individual components of the CV can be purchased separately.
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CAN-AM X3 REAR AXLE PAIR +3, 30 SPLINE, 30.0”
Rear axles for +3 width (78”) Can-Am X3. Must be used with Fortin FNP 1.0 CV joints. Larger in diameter than stock X3 axles, 30 spline. Spec 300m material. Can be ordered gun-drilled for reduced weight and more torsional flex, reducing torque spike loads to drive train. 100% machined in house and shot peened after heat treat for stress relief.
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CAN-AM X3 REAR AXLE PAIR +2, 30 SPLINE, 29.3”
Rear axles for +2 width (76”) Can-Am X3. Must be used with Fortin FNP 1.0 CV joints. Larger in diameter than stock X3 axles, 30 spline. Spec 300m material. Can be ordered gun-drilled for reduced weight and more torsional flex, reducing torque spike loads to drive train. 100% machined in house and shot peened after heat treat for stress relief.
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Sequential Shifter
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934 NON-PLUNGING CV HOUSING
Our own 934 CV housing, designed and manufactured in house. The outside diameter is machined to 5.0” and the bolt holes are 1/2”. The housing has a REM polish finish.
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934 CV HOUSING
Our own 934 CV housing, designed and manufactured in house. The outside diameter is machined to 5.0” and the bolt holes are 1/2”. The housing has a black oxide finish.
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930 CV HOUSING
Our own 930 CV housing, designed and manufactured in house.
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FNP 1.0 CV HOUSING
Our own FNP 1.0 CV housing, designed and manufactured in house.
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934 NON-PLUNGING CV CAGE
Fortin CV cages have become known as the strongest available. Our first cages were originally designed as a replacement to stock 930 and 934 size cv’s in the 1980’s. Designed with a thicker cross section for increased strength. Machined in house out of spec 300m material and heat treat process. We now make cages in various sizes for our own complete cv joints. Used in everything from UTV’s to AWD Trophy Trucks.
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930 FORTIN CV CAGE
Fortin CV cages have become known as the strongest available. Our first cages were originally designed as a replacement to stock 930 and 934 size cv’s in the 1980’s. Designed with a thicker cross section for increased strength. Machined in house out of spec 300m material and heat treat process. We now make cages in various sizes for our own complete cv joints. Used in everything from UTV’s to AWD Trophy Trucks.
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INTEGRATED SERVO W/185
Servos are what determines many things in the power steering system but most of all it controls the amount of feel or effort it takes to turn the steering wheel. Sweet servos are rated by the size of the torsion bar installed. The easiest to steer is a .185 torsion bar.
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STEERING RACK REBUILD KITS
Call or email for part numbers and pricing of rebuild kits for all of our racks.
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FNP 2.0 CV CAGE
Fortin CV cages have become known as the strongest available. Our first cages were originally designed as a replacement to stock 930 and 934 size cv’s in the 1980s. Designed with a thicker cross-section for increased strength. Machined in-house out of spec 300m material and heat treat process. We now make cages in various sizes for our own complete cv joints. Used in everything from UTV’s to AWD Trophy Trucks.
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CAN-AM X3 REAR AXLE PAIR, 30 SPLINE, 27.3
Fortin drive shafts have become the secret component on most of the winning team’s cars for years. English 300m alloy, computer controlled heat treat, gun drilled and honed these are the strongest axles on the market. All axles are made to order in custom lengths and spline configurations.
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FNP 1.0 CV CAGE
Fortin CV cages have become known as the strongest available. Our first cages were originally designed as a replacement to stock 930 and 934 size CV’s in the 1980s. Designed with a thicker cross-section for increased strength. Machined in-house from spec 300M material then heated for the strength that our customer knows and expects. We now make cages in various sizes for our own complete CV joints. Used in everything from UTV’s to AWD Trophy Trucks.
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934 NON-PLUNGING CV STAR
Available in 35 spline. Fortin CV Stars have a REM polished finished.
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934 CV STAR
Available in 33 and 35 spline. Fortin CV Stars have a REM polished finished.
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930 FORTIN CV STAR
Fortin CV Stars have a REM polished finished.
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FNP 2.0 CV STAR
Fortin CV Stars have a REM polished finished.
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FNP 1.0 CV STAR
Fortin CV Stars have a REM polished finished.
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INNER RUBBER CV BOOT (930 or 934)
Have CV Boot problems? Fortin Racing has the answer. Our CV Boot has engineered bellows to allow for more CV angle and greater longevity. The rubber compound we use represents over 10 years of development to find the perfect toughness and flexibility. The boot fits on our 04 Double Boot Flange designed to hold our Leather CV Boot which can be used to cover the Rubber CV Boot for extra protection
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X3 FORTIN FRONT CV BOOT
A high angle CV boot that fits our NP 2.0 CV housing.
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POWER STEERING PUMPS
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OUTER LEATHER CV BOOT
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GUN-DRILLED CUSTOM AXLES
Fortin drive shafts and half shafts have become the secret component on most of the winning team’s cars for years. English or domestic spec 300m alloy, computer controlled heat treat, gun drilled, honed and shot peened, these are the strongest axles on the market. All axles are made to order in custom lengths and spline configurations.
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X3 REAR CV BOOT FLANGE
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934 DOUBLE BOOT FLANGE ALUMINUM RETAINER
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CAN-AM ALUMINUM KIT
We sell various aluminum kits to go with the X3 chassis we build. Custom dashes, roofs, and all required paneling for desert racing.
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934 DOUBLE BOOT FLANGE STEEL RETAINER
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FORTIN REPLACEMENT CV SAVER-HUB (2 PACK)
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CV SAVER 2 PACK WIRING AND HARDWARE (TRANS)
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X3 CV BOOT CLAMP (FRONT)
A low profile hose clamp that fits our NP 2.0 CV boot.
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RUBBER CV BOOT CLAMP
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LEATHER CV BOOT CLAMP
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X3 CV BOOT CLAMP, 99.5mm
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Torque Converter Bolt Together 258mm, Mega Converter
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UNLIMITED TRANSAXLE BOLT TOGETHER CONVERTER
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MEZIERE FLEX PLATE
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LS7 TORQUE CONVERTER OIL PUMP
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GEARBOX MOUNT TORQUE CONVERTER PUMP
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CV Balls
Stocked in a variety of sizes for 930 plunging, 934 plunging/non plunging, FNP 1.0, and FNP 2.0 CV assemblies.
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LS1-6 TORQUE CONVERTER OIL PUMP
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REMOTE RELIEF VALVE
The Peterson Remote Relief Valve enables the racer to adjust oil pressure on engines where the rules require a stock location oil pump. It can also be used with an external oil pump where the on pump regulator is not accessible
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FLEX PLATE, SMALL BLOCK CHEVY
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LT CRANK SPACER
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LT FLEX PLATE
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LS FLEX PLATE
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Ecotec 2.4L Chassis Adapter Plate
Our FDMP-21 adapts a 2.4L Ecotec to a Fortin transaxle. Made from 6061-T6 Billet aluminum, motor plate configuration is designed to add structural strength to the chassis and maintain critical alignment between the gearbox and engine.
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ECO-TEC CRANK SPACER
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LS CRANK SPACER
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FORTIN 1480 YOKE (SHORTENED & STANDARD LENGTH)
Made from billet 4340 steel, this 1480 yoke is broached to accept 35 spline pinions or shafts. Made in two variations, one at the the standard 1480 length, the other at our shortened length for our PGR and applications where overall length is critical.
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STRANGE 9” FORD 35 SPLINE PINION YOKE
Billet chrome moly pinion yoke for Ford 9″ with 35 spline pinion- 1480 series
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MARK WILLIAMS 9” FORD 35 SPLINE PINION YOKE
35 Spline pinion yoke for 9″ Ford rear ends. Uses 1480 series U joint. “B” = 3-7/8″ Manufactured from high strength heat treated 4140 steel. Machining is done in relationship to the spline in the yoke to assure each yoke is as concentric as possible.
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FORTIN ALTERNATOR PULLEY
Bolt this pulley to the back of our Fortin 1480 yoke to drive back up components like a second alternator. The OD of the ribbed portion of the pulley is 5.58″. This can be installed with our PGR or any of our assemblies that has the Fortin yoke installed on it.
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PGR LOWER MOUNTING PLATE
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PGR MOUNTING PLATE, GEISER UPPER MOUNT HOLE PATTERN
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PGR UPPER MOUNTING PLATE
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Torque Converter Motor Plate, SBC
Our adapter plates are made from 6061 T6 Billet aluminum. Designed to add structural strength to the chassis and maintain critical alignment between the gearbox and engine. The FDMP-01 is .750” thick and adapts a Fortin transaxle equipped with a required torque converter ring to a small block Chevy or LS1-LS7
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Pro Lite Chevy Motorplate
The FDMP-22 adapts Chevy bellhousing to SBC engine. Made from 6061 T6 Billet aluminum, the motor plate configuration is designed to add structural strength to the chassis and maintain critical alignment between the gearbox and engine.
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Torque Converter Adapter Ring
The FDTP-01 bolts directly to a Fortin transaxle bellhousing and a required chassis plate (Part number FDMP-01). The thickness of the ring is designed to create the required space between the gearbox and engine. Must be used with a chassis plate designed for the engine being used.
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Ecotec 2.4L Adapter Plate
Ecotec adapter plates are made of 6061 T6 Aluminium. Adapts a 2.4L Ecotec to a Fortin transaxle. Commonly used in Class 10 desert racing and Probuggy short course racing.
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FORTIN LARGE GEAR INDICATOR
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ELECTRONIC REVERSE LOCK OUT SOLENOID
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Ford Trophy Truck Twin Starter Motorplate
Adapts a SBC bellhousing pattern to a Ford SB. FDMP-12 motor plate configuration is designed to add structural strength to the chassis and maintain critical alignment between the gearbox and engine. Designed with 2 starter locations.
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CV SAVER TRANS
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X3 FORTIN REAR CV BOOT
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POTENTIOMETER
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SLAVE CYLINDER
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SCAVENGE FILTER, -8AN, 90 DEGREES
Peterson’s 400 series filters feature a 7″ by 2.5″ body and pleated elements for high flow. Billet aluminum construction for light weight and anodized for corrosion protection. Elements are built from anodized aluminum caps and a pleated stainless mesh screen.
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BEL RAY CV GREASE
A non-melting, organoclay grease with 40% of molybdenum disulfide and graphite lubricating solids that protects threads from galling, seizing and fretting. Extreme Pressure properties protect threads from galling, seizing and fretting. Superb rust/corrosion protection.
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MANTEK PREMALUBE GREASE
NLGI #2: Heavy-duty Aluminum Complex Grease specifically formulated for construction and heavy industrial equipment. Designed to handle the harsh environment of dirt, dust, mud, water, heavy loads, and heat. Will save downtime, labor costs, and parts replacement. From 0°F to 275°F continuous and up to 400°F intermittent.
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FRS EXTERNAL OIL PUMP
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INTERNAL OIL PUMP ASSEMBLY
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SCAVENGE FILTER, -8AN, STRAIGHT
Peterson’s 400 series filters feature a 7″ by 2.5″ body and pleated elements for high flow. Billet aluminum construction for lightweight and anodized for corrosion protection. Elements are built from anodized aluminum caps and a pleated stainless mesh screen.
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MAXIMA PRO GEAR 75W-190
PRO GEAR is a full synthetic, ester based gear oil offering unsurpassed performance and protection. Regenerative, synthetic polymers resist shearing, mechanical breakdown and viscosity loss of the oil. High viscosity index (VI) formula offers consistent film thickness and performance over a greater operating temperature range. Technologically advanced formula increases horsepower and delivers superior anti-wear and extreme pressure protection from peak loads and elevated temperatures. Surface active chemistry delivers ultra-high film adhesion on gear faces, enabling higher load carrying capability and protecting critical gear interface areas and contact points. Fully formulated additive system contains anti-foam, rust, corrosion and oxidation protection for high-stress conditions. Pro Gear is recommended for use in front and rear differentials, manual transmissions and lower gear units of marine engines or anywhere an API GL-5 gear oil is specified. Pro Gear oil is formulated with friction modifiers and is safe for use in hypoid gear systems.
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MAXIMA PRO GEAR 250WT
PRO GEAR is a full synthetic, ester based gear oil offering unsurpassed performance and protection. Regenerative, synthetic polymers resist shearing, mechanical breakdown and viscosity loss of the oil. High viscosity index (VI) formula offers consistent film thickness and performance over a greater operating temperature range. Technologically advanced formula increases horsepower and delivers superior anti-wear and extreme pressure protection from peak loads and elevated temperatures. Surface active chemistry delivers ultra-high film adhesion on gear faces, enabling higher load carrying capability and protecting critical gear interface areas and contact points. Fully formulated additive system contains anti-foam, rust, corrosion and oxidation protection for high-stress conditions. Pro Gear is recommended for use in front and rear differentials, manual transmissions and lower gear units of marine engines or anywhere an API GL-5 gear oil is specified. Pro Gear oil is formulated with friction modifiers and is safe for use in hypoid gear systems.
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T-KART AXLE
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MAXIMA COOL-AID
Ready-to-use mix of powerful additive and deionized water. Formulated to reduce engine temperatures and provide significantly better contact on heated surfaces allowing for greater and more efficient heat transfer. Glycol, Nitrate, Amine, Borax free. Add to any cooling system (water or antifreeze). Non-slippery if spilled on paved surfaces. Approved and safe for use in most racing series’.
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MAXIMA SYNTHETIC ATF 30WT
SYNTHETIC RACING ATF is specifically formulated to perform in automatic racing transmissions under high-torque, high-horsepower conditions. Fully synthetic formula with technologically advanced anti-wear and extreme pressure additives, protecting the transmission in high-stress environments. Advanced anti-foam agents minimize air entrapment in the oil and protect critical transmission components at higher speeds seen in racing conditions. Exhibits excellent wetting properties enabling increased heat transfer and lowering overall operating temperatures. Superior additive package is oxidative and thermally stable – inhibiting the formation of lacquer, varnish and harmful deposits – ensuring clean, trouble-free operation. No slip formula offers positive shift engagement and reduces clutch drag. Special additives help to minimize clutch burn-in time, aiding in the overall reduction of operating temperatures. Ideal frictional properties help to eliminate wear, while providing smooth, positive shifts in high-stress, high-load environments.
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MAXIMA PRO GEAR 75W-140
PRO GEAR is a full synthetic, ester based gear oil offering unsurpassed performance and protection. Regenerative, synthetic polymers resist shearing, mechanical breakdown and viscosity loss of the oil. High viscosity index (VI) formula offers consistent film thickness and performance over a greater operating temperature range. Technologically advanced formula increases horsepower and delivers superior anti-wear and extreme pressure protection from peak loads and elevated temperatures. Surface active chemistry delivers ultra-high film adhesion on gear faces, enabling higher load carrying capability and protecting critical gear interface areas and contact points. Fully formulated additive system contains anti-foam, rust, corrosion and oxidation protection for high-stress conditions. Pro Gear is recommended for use in front and rear differentials, manual transmissions and lower gear units of marine engines or anywhere an API GL-5 gear oil is specified. Pro Gear oil is formulated with friction modifiers and is safe for use in hypoid gear systems.