Aluminum Powerglide transmissions (2) 1962-1973 - $600 (Germantown) hide this posti
you may call me, and lv message if not there:
9 zero 1 7 five 3 one 1 three zero
$ 250 for the standard, non Air-cooled Powerglide, and
$ 350 for the Air-Cooled Powerglide,
or best offer
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.
I recommend each transmission to be rebuilt to insure full reliability.
I know a transmission rebuilder who can rebuild them for you at his home, near Macon Road in Memphis, TN.
I'll get some photos soon and post on here.
---------------------------------------------------------------history on Powerglides-------------------------------------------------
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. 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. By the mid-1950s, more than half of all new Chevrolets were sold with Powerglide.
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. 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. 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. Most of the V8/Powerglide transmissions came with the 1.76 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. Holden vehicles fitted with Chevrolet V8 engines used the 1.76 ratio gear-set.
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. They were introduced in Buicks and Cadillacs the previous year.
Usually, Powerglides were coupled behind the small block V8s and the third-generation inline six-cylinder engine and inline four-cylinder engines. 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). 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.
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. They were also used in the DJ-5 'Dispatcher' Jeeps sold for light commercial use, and best known for their service with the US Postal Service. Its simple and robust design has led drag racing enthusiasts to work with it, giving the Powerglide an effective service life of nearly five decades past its intended obsolescence.
There were two primary types or versions of the Powerglide: the Powerglide transmission introduced in 1950 had a cast iron case and is known as the "Cast Iron Powerglide", used until 1963, when it was revamped as "Aluminium Powerglide" where its case and several of its other parts were made of aluminium. Early models were air cooled, and later 60's versions used a fluid cooler in the radiator. The Aluminium Powerglide, and Tempestorque was used from 1962 until it was replaced with the Turbo-Hydramatic series of transmission in 1973. 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. It is also possible to purchase all the parts needed to build an Aluminium Powerglide from scratch from most racing parts vendors.