Aluminum power glide

Anyone know what there going for these days

 

$150 at most swap meets.

 

Is that just core or c

 

Or complete

 

they go for $150 here also, any "unknown" transmission should be gone through to prevent a lot of work

 

I have seen them for $75 to $150..........but just bought one, less converter, at a swap meet for $40. Case was clean, no damage evident, guy said he didn't need it and didn't want it setting around. I got lucky I guess, though I don't have an immediate need for it either........so who got the better end of that deal?

Ray

 

I can get them for 50-100 dollars here. As far as I am concerned all swapmeet trannies are cores. If I open it up and it is good then I am plesently surprised.

 

What he said.

 

always had a soft spot for 'glides...learned to drive in my dad's '64 Impala with a 283/glide...great trannies...they get a bad rap for no good reason...they have a distinctive pump whine that I think is cool.

 

They make good dragster trannies. Nothing wrong with one as far as I can tell. You don't have as many gears but really how many do you need.

 

I got $30 scrap price for mine.

 

It's been a long long time since I could give one away...so I sold the ones that I had for scrap a little while ago.

Like everything else, I'm sure they'll be worth their weight in gold one day...

 

What ever the going core price is for one would be the right price for one in unknown condition. A quick search didn't show anyone with rebuilt powerglides and a core price but probably 50/75 bucks is fair for one that isn't broken on the outside.

 

To bad your so far away!

 

thanks for the help

 

whatever you are willing to pay. The only one interested in any of mine have been the recycle yards.

 

I have a '68 vintage one that I'm sitting on for future considerations. It worked fine when it was pulled, nice fluid, etc. I see them go locally for around $100. Which is a decent price for a whole one. Expect to rebuild one that you get, which is not that bad and parts are available.

Bob

 

1.82 first gear core is worth about $50. 1.76 first gear core is worth about $150. The 1.76 is much stronger for drag racing with sticky tires. The 1.82 is fine for street duty. Identification can be made by removing (just pulls out) and measuring the input shaft. 1.76 shaft is 12 7/8" and the 1.82 is 12 5/8" long.

 

Thanks for the info

 

So how do you tell if the trans is still in the car? Are there certain body styles that had the 1.76 first gear? Was the 1.82 gear for lighter cars like Novas or such?...or is it the year the trans was made?

!962-64 PG's were 25 5/16" long and 1965-later PG's were 28 5/16" long....the reason I ask is that a neighbor has a 1965 Impala Station Wagon with a 283/PG I can get for beans...

 

Thanks for the info. After reading your post I was curious so i pulled the shaft on my 'new acquisition' and it is 12 5/8 - 1.82. The tranny is from a Nova 6 with the case holes for the air cooled converter.


Ray

 

I'd take one for a hundred bucks if I could find one around Austin...

 

If you are thinking street use a quality rebuilt stocker is fine. If you are thinking race, then get ready to spend some long green for a hydraulically operated two speed planetary race box with internal trans brake.Aftermarket case, tool steel input shaft, hard output and we haven't even talked about a stall convertor yet.

 

I bought my wife an off-topic all original 1967 Camaro RS with a 327/275hp/Powerglide, and it ran great and pulled hard when I asked it too...good little trans.

 

No way to tell for sure while it's in the car. I've been told that the stronger 1.76 gear was a V-8 trans and the 1.82 was a 6 or 4 cylinder box but I've pulled plenty of 1.82's from V-8 cars. The 1.76 was definetly used in what they felt was a H.D. application. I know of no case numbering system that would tell you. That 65 wagon would be a good candidate for the 1.76 and they are getting harder to find. Stay away from the shorter 62-64, they are course spline output.

 

Those air cooled units do not have provisions for cooling lines. I would prefer one with cooling lines even for street duty.

 

I have used the stock case and 1.76 gearset with the stock output in situations up to 800 H.P. I would use the aftermarket input shaft in anything in excess of 500 H.P. or anything with a transbrake.

There are stock inputs that are better than others. Look for the ones that have a completely shiny machined finish over the black finish ones. They are harder.

 

Some guys will tell you the black shaft is stouter but I never bothered to rockwell either, the real deal is to use a turbo spline shaft of the correct length and bushed turbine turbo hydro converter. It's common to bush the stator support and use a regular turbo converter that isn't turbine bushed, either way is fine, most problems arised due to mismatch of shaft length. 1.82 was in 6 cyl and 283, 1.76 was the 327/409 planetary. Contemperary racing ate up most of the remaining glide inventory and has resulted in every part of the aluminum Powerglide being reproduced by the aftermarket. Complications can rear their head in mixing up rear pump models with later '67 and up units. We've built some pretty impressive units over the years for Camaros with 7,000 rpm automatic upshifts, minimal internal mods, but it's a good plan to employ a steel clutch hub. Always desired a Rat motor Vette coupe w/ a glide, but never found one I could afford.

 

Got one out of a 63 pickup in the corner of my shed I'd give somebody.