Unique lube hole pattern designed to reduce drag on the frictions in low gear. The scope of this article is mainly centered around the transmissions of the '60s to present date. It did not automatically shift into high gear, so drivers had a tendency to leave the transmission in low gear too long to about 40 mph to gain adequate acceleration before shifting to high, or second gear. The last letter identifies whether the transmission was built during the day or night shift D or N. Notice the peak between the top two bolt holes on the bellhousing. The 1957 trans is visually different from the later trans in that it has a pair of cast transmission mounts on its bell housing: large flat surfaces cast at 45 degrees from the horizontal on the underside of the bellhousing.
Unique lube hole pattern designed to reduce drag on the frictions in low gear. Racing The aluminum Powerglide has had a long life in the world of drag racing, monster truck racing, and any application where an extremely reliable and simple transmission is favored. Chevy's Powerglide is the auto trans of choice for circle track and drag racers alike, and you will find Powerglides installed in a wide variety of vehicles, from street to strip to Top Sportsman. That's why they call it 'Passing Gear'. It had a 14-bolt oil pan and a two-speed automatic shifter that relieved drivers from worrying about when to shift into high gear. The shift patterns are shown, as they would appear on the floor console transmission indicator plate.
. Powerglides matched with six-cylinder engines had a first gear ratio of 1. How could I determine if it was, or was not, a genuine Corvette transmission? So there exists the possibility that somewhere out there is a repaired 1955-'57 passenger car Powerglide that has the unique Corvette extension in place. I have a '62 Powerglide, but how do I show him, or convince him, that it's not just a passenger car version? In 1962, the aluminum models were only used with the 327-cubic-inch engine; by 1963, all Powerglides were aluminum-cast. Also, due to its relative simplicity there is little torque loss between the flywheel and the rear wheels. The easiest way to identify a Powerglide would be by the bolt pattern on the pan gasket. The Aluminium Powerglide, and Tempestorque was used from 1962 until it was replaced with the Turbo-Hydramatic series of transmission in 1973.
Novas with the Torque Drive. When introduced on upper-level Chevrolet models in 1950, the Powerglide represented the first automatic transmission offered in a low-priced automobile; in contrast, did not offer their automatic transmission until 1951, while car buyers had to wait until 1954. General Motors produced the two-speed Powerglide automatic transmission mostly for Chevrolet passenger cars and trucks, although some found their way into Pontiacs and Oldsmobiles. Squealed the tires going into second. The 1958 and later Turboglide replaced the cone clutch with the more common and durable plate clutches. Another obvious difference is that the automatic transmission fluid filler tube and dipstick are longer on the Corvette Powerglide, than on the passenger car.
It was available primarily on from January 1950 through 1973, although some models also used this automatic transmission after the fire at the factory in 1953. It looks as if it was plugged by the factory. Early models were air cooled, and later 60's versions used a fluid cooler in the radiator. It seems the price of aluminum Powerglides is skyrocketing however; they have't been made since 1973 last year they were used , and they are not as easy to find. Drag racers love it because it only shifts once, and in a quarter-mile that is really all that is needed. Never did find out for sure. The upgrades are an aluminum valvebody, big shaft input, and powder coated case.
Online there seems to be some confusion as to whether the Torque Drive made it into production in the Vega or not. The Vega Powerglide had a different bellhousing, but everything else was the same. For any model, these become the truly tough parts to locate for a restoration. The Aluminium Powerglide is still used today as a racing transmission of choice by many racers mainly for the fact that it only shifts once, and for its extreme durability. Summary The preceding information hits on the peaks and high points of information available on the Powerglides. It was available on the Nova four cylinder engine, and on the Turbo-Thrift Sixes for Camaro as well as Nova.
General Motors was the first of the Detroit automakers to offer an affordable automatic transmission for its cars. This treatment wreaked havoc on the transmission's components, which led to premature repairs. Find another Powerglide, or just a good case; the rest of your parts will swap in. There were two primary types or versions of the Power Glide. I followed an article out of Car Craft on cheap upgrades. In the earlier years of the cast-aluminum Powerglide's, it is possible to narrow the model it came with by measuring the length. It was intended for use in base model and stripped down models.
I've noticed a renewed increase in Powerglide equipped Corvettes over the past year. Powerglide transmission parts This hub is designed for extra heavy-duty drag racing. It is worth noting that until 1963 it was only produced with cast iron. Editor's Note: Mike's preceding story does not include the 1953-1955 Corvette Powerglide transmissions. Don't know if I'll ever use it. I have four currently in the stash, and they're all the same. Chevrolet used the two-speed Powerglide as optional or standard equipment on all 1963 to 1971 full-size cars and 1972 full-size cars equipped with a six-cylinder engine.
The marking if any are found cast into the bellhousing on the passenger side. The new Powerglide was a dramatic improvement over the older transmissions. Unique lube hole pattern designed to reduce drag on the frictions in low gear. That lasted until the 1953 model year when it became truly automatic. For more historical information, see at Wikipedia.
So the Powerglide transmission itself not including linkages, oil filler tube and dipstick is a direct interchange. We test our new products on our own test vehicles so that our customers know that they are getting a truly reliable product. The engineers apparently changed their minds, and added a cooler consisting of an aluminum heat exchanger mounted in front of the radiator, with fluid lines routed back to the transmission. These shafts are good up to approximately 900 hp. One was take off the caps and hook it up and the other was to remove a cooler bypass valve from the pump and plug it's hole with a soft plug.