![]() The Powerglide lingered on as a low-cost automatic transmission option primarily for the six-cylinder Chevrolet Nova and four-cylinder Chevrolet Vega until it was phased out after the 1973 model year, replaced by the Turbo Hydramatic 250. In 1969, the three-speed Turbo Hydramatic 350 (THM350) was introduced as a light-duty companion to the Turbo-Hydramatic 400, and made available on virtually all Chevrolet cars and trucks with six-cylinder or small and medium-sized V8 engines, as well as intermediate sized cars of other GM divisions. By the late 1960s, demand for two-speed automatic transmissions was dwindling as buyers were demanding three-speed units (Ford, Chrysler and American Motors had already switched entirely to three-speed automatics by this time). Usually, Powerglides were coupled behind the small block V8s and the third-generation inline six-cylinder engine and inline four-cylinder engines. ![]() They were introduced in Buicks and Cadillacs the previous year. The Powerglide continued to serve as Chevrolet's main automatic transmission through the 1960s, when a new three-speed automatic transmission called Turbo-Hydramatic 400 (1965 introduction) began to be phased in. Holden vehicles fitted with Chevrolet V8 engines used the 1.76 ratio gear-set. One notable exception was the export version of the transmission, which offered only the 1.82 ratio and was used by Holden in Australia behind their Australian built 6-cylinder and V8 engines. Most of the V8/Powerglide transmissions came with the 1.76 gear set. ![]() With a 3.31 axle, Car and Driver magazine noted a full-throttle up shift speed of 76 mph (122 km/h) to direct with the 409-4bbl 340 hp (250 kW) engine in a contemporary road test. A heavy duty version of Aluminium Powerglide was offered for passenger cars equipped with the 409 cubic inch V8 engine, and Chevrolet light trucks using a 1.76:1 reduction planetary gear set, instead of the usual 1.82:1. In 1962, GM started building Air-Cooled Powerglides in aluminium, primarily for use in the new model Chevy II, which required a lightweight transmission for its compact body, and discontinued the cast iron Powerglides in 1963. By the mid-1950s, more than half of all new Chevrolets were sold with Powerglide. The 1953 and later units when in "Drive" started in low and automatically up shifted to high at a speed determined by the throttle opening. The 1950, 1951, and 1952 Powerglide transmissions did not automatically shift between low and high (direct drive) which made for very sluggish take-offs and many drivers started in "Low" and shifted to "Drive" at about 30-40 mph (48-64 km/h), which was hard on the transmission. I'll get some photos soon and post on here. I know a transmission rebuilder who can rebuild them for you at his home, near Macon Road in Memphis, TN. I recommend each transmission to be rebuilt to insure full reliability. I have two Aluminum Powerglide transmissions (one is "air-cooled" style) each, I suspect, will need to be rebuilt, although I was told one is good, as-is, including torque convertor. $ 250 for the standard, non Air-cooled Powerglide, and You may call me, and lv message if not there:
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |