Gain extra benefits by becoming a Supporting Member Click here find out how!
Classic Performance Products Classic Parts
Ciadella InteriorsAmerican Auto Wire Classic Industries
Chevs of the 40sDanchuk Catalog
Hellwig Products IncPerformance Rod & CustomEcklers AutoMotive
Octane Lighting
Impala Bob's Bob's Chevy Trucks Bob's Chevelle Parts Bob's Classic Chevy

Join the Community today







 Page 3 of 3 « First<123
Username Post: Rebuilding a Power Glide Transmission        (Topic#252069)
OLD ERNIE 
Forum Newbie
Posts: 1

Reg: 06-04-13
06-04-13 09:19 AM - Post#2351859    
    In response to Fitzback

I KEEP HAVING TROUBLE WITH MY REVERSE SERVO ASSM. THE SERVO PIN KEEPS BREAKING .IT SEEMS TO BE ASSMBLED THE SAME censored YOUR PICTURES,YET THE PIN IS BREAKING. ANY HELP?



 
bolin1955 
Forum Newbie
Posts: 87
bolin1955
Age: 59
Loc: Southern MidWest
Reg: 08-19-13
08-21-13 07:13 PM - Post#2374662    
    In response to Fitzback

Sir, that overhaul is awesome and took much time on your part. I have a 55 265V8 w PG. I was wondering your opinion on adjusting the front band. 2 to 4 turns out after tightening up? I assume it slips if not tight enough, what is the sign for too tight? Also, did you say only a half turn back on the reverse band? Doesn't sound like much. Thanks for your reply in advance. I'm new to the org. I've had my Belair 18 yrs.Found local older gentleman to do mine 5-6 yrs ago. How often should you check low band adjustment? Thanks, Bo



 
bolin1955 
Forum Newbie
Posts: 87
bolin1955
Age: 59
Loc: Southern MidWest
Reg: 08-19-13
08-25-13 02:15 PM - Post#2375848    
    In response to Fitzback

Mr Fitzback, is it common (normal) for the PG to have a little trouble deciding whether to stay in low or high when around that magic speed of about 15 MPH? Mine will sometimes kinda jerk back and forth when I unintentionally coast through a park or whatever like I did today. I'm guessing I have the PG a little confused and I try to avoid but is this really hurting anything. Right or Wrong? Thanks, Bo.



 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
08-26-13 07:41 PM - Post#2376223    
    In response to bolin1955

  • bolin1955 Said:
Sir, that overhaul is awesome and took much time on your part. I have a 55 265V8 w PG. I was wondering your opinion on adjusting the front band. 2 to 4 turns out after tightening up? I assume it slips if not tight enough, what is the sign for too tight? Also, did you say only a half turn back on the reverse band? Doesn't sound like much. Thanks for your reply in advance. I'm new to the org. I've had my Belair 18 yrs.Found local older gentleman to do mine 5-6 yrs ago. How often should you check low band adjustment? Thanks, Bo



Hi Bo,

The actuator linkage for the reverse and the forward band are not the same, the stroke needed to operate is not the same too, personnaly, I don't know really outside the stroke and the piston diameter to operate them why the ajustement is so different. For the front band, 3 back off turn is OK.

If it's not tight enough, the stroke of the piston will be to short and the band will slip, and if the ajustement is too tight, the band will drag, the oil will burn out quickly, and the car will lost power due to the dragging band.

Hope this help

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
08-26-13 07:49 PM - Post#2376227    
    In response to bolin1955

  • bolin1955 Said:
Mr Fitzback, is it common (normal) for the PG to have a little trouble deciding whether to stay in low or high when around that magic speed of about 15 MPH? Mine will sometimes kinda jerk back and forth when I unintentionally coast through a park or whatever like I did today. I'm guessing I have the PG a little confused and I try to avoid but is this really hurting anything. Right or Wrong? Thanks, Bo.



Look like your PG have problem with the governor, the governor does tell to the body valve when the magic speed is reached, after the body valve change the speed from low to drive IF you do depress the accelerator for cruising or pass another car. A valve Inside the body valve control the shifting from low to drive with the acceleretor position. A bad spring Inside your body valve could cause a similar problem, of a stiff spool. It's not a easy trouble to troubleshoot by email.... I think you should look for a repair since many parts are involved in each shifting, more you shift, more the PG get old prematurely.

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
08-26-13 07:51 PM - Post#2376228    
    In response to OLD ERNIE

  • OLD ERNIE Said:
I KEEP HAVING TROUBLE WITH MY REVERSE SERVO ASSM. THE SERVO PIN KEEPS BREAKING .IT SEEMS TO BE ASSMBLED THE SAME censored YOUR PICTURES,YET THE PIN IS BREAKING. ANY HELP?




At first, could you post picture of your broken pin?

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
lilybiggs 
Forum Newbie
Posts: 4

Reg: 02-15-15
02-15-15 07:12 AM - Post#2523455    
    In response to Fitzback

wow! I'm new to this powerglide game and your advise is really welcome. One question, I have a 1951 235 with ci powerglide, but the tranny slips really badly. I also have a good working ci powerglide from 1953. Can I do a simple swap out or is it problematical? Living in the UK doesn't give me a whole lotta options either.
thanks

Tony



 
raycow 
Honored Member
Posts: 25705
raycow
Loc: San Francisco, CA
Reg: 11-26-02
02-15-15 08:39 AM - Post#2523469    
    In response to lilybiggs

  • lilybiggs Said:
Can I do a simple swap out or is it problematical? Living in the UK doesn't give me a whole lotta options either.


The 53 PG is a better transmission than the 51 in every respect. It ia almost a bolt-in swap, but to get proper functioning of the automatic shift feature you will need some additional linkage which is not present on your 51 car. Also, you will need a 53 or later converter if the 53 trans doesn't have a converter in it now. It will not work with your 51 converter.

The additional linkage you will need can be seen by comparing these two pics. The best place to get it would be from a donor car, but I realize this may be difficult for you.
http://chevy.oldcarmanualproject.com/parts/1929_54...

http://chevy.oldcarmanualproject.com/parts/1929_54...

Ray

There's a line between good and evil no wider than a razor's edge - D.S. James Hathaway quoting from The Night Keeper


 
lilybiggs 
Forum Newbie
Posts: 4

Reg: 02-15-15
02-17-15 04:55 AM - Post#2524012    
    In response to raycow

Hi Ray,
Many thanks for the quick response. The '53 Powerglide I got came complete with it's converter and the car it came from was in full running order, so all good. The guy said that he was fitting a stick shift instead which was why he sold the Powerglide to me. I'm thinking will he need the linkage for his new manual tranny or not. If it's no use to him then I maybe able to acquire the linkage as well. Otherwise i'm going to have to track down the linkage i'm missing from Stateside which usually takes quite some time. Whilst on the subject will I need a different mount for this tranny? My '51 had it's solid cross member cut off and re-fitted with bolts several years ago for easy access.

All your info is very much appreciated.



 
raycow 
Honored Member
Posts: 25705
raycow
Loc: San Francisco, CA
Reg: 11-26-02
02-17-15 08:29 PM - Post#2524205    
    In response to lilybiggs

No part of the 53 shift linkage is common to both manual and automatic transmissions. However, if the owner of the other car wants to hang onto his shift linkage for any reason, your 51 linkage should work ok with the later trans.

All of the additional parts you will need for the 53 trans are associated with the throttle linkage. If your friend is agreeable, try your throttle linkage on his car to see if it will work. If it does, ask if he will swap with you. This should avoid any potential compatibility problems which could result from trying to mix parts from two different years.

The 51 and 53 rear mounts are different, but I suggest that you leave the mount alone until you actually get the trans in the car so you can see what you are working with. If you are lucky, the 53 trans will have a second set of mounting holes in the right place to let you use your stock 51 mount as is. If that doesn't work out, you may need to make an adaptor out of plate or strip stock to line up with the existing holes. I don't think it will help any to try the 53 mount because the holes are quite different where it bolts to the crossmember. All of this will make more sense once you see what the actual parts look like.

If you need additional info, please feel free to ask.

Ray

There's a line between good and evil no wider than a razor's edge - D.S. James Hathaway quoting from The Night Keeper


 
Mcloud 
Forum Newbie
Posts: 57

Age: 64
Loc: NY
Reg: 12-02-14
02-18-15 10:13 AM - Post#2524362    
    In response to Fitzback

Is the driveshaft on a manual the same length as on a Powerglide car?

1950 Styleline Special, 216, 3-On-Tree, stock.


 
raycow 
Honored Member
Posts: 25705
raycow
Loc: San Francisco, CA
Reg: 11-26-02
02-18-15 08:54 PM - Post#2524550    
    In response to Mcloud

Yes same length, same spline, same ball housing (U-joint housing). The only difference is the ball housing retainer or collar that attaches the ball housing to the trans. Manual has 4 bolts and PG has 6.

Ray

There's a line between good and evil no wider than a razor's edge - D.S. James Hathaway quoting from The Night Keeper


 
raycow 
Honored Member
Posts: 25705
raycow
Loc: San Francisco, CA
Reg: 11-26-02
02-19-15 12:06 PM - Post#2524680    
    In response to Mcloud

I just now looked at the throttle linkage on a friend's car and found a hiccup. 53-54 cars have an additional bellcrank in the throttle linkage which is not present on 52-earlier cars. This means that your friend probably won't want to swap his linkage for yours, or at least not the portion necessary for operating the carb. He may still be willing to give you the portion from the forward bellcrank to the trans, as he will have no need for that with a manual trans.

Ray

There's a line between good and evil no wider than a razor's edge - D.S. James Hathaway quoting from The Night Keeper


 
lilybiggs 
Forum Newbie
Posts: 4

Reg: 02-15-15
02-27-15 12:15 PM - Post#2526702    
    In response to raycow

Thanks for the info, I'm struggling to track down the linkage at the moment, the guy I got the tranny from doesn't want to get rid of the linkage as he's got another project on the go, so I'll have to keep looking. Sent out lots of feelers to junk yards across the USA but only one came back with a $150.00 price tag plus £175.00 shipping.....phew. I'll let you know when I get something definate so I can then let you know how the swop went.

Tony



 
raycow 
Honored Member
Posts: 25705
raycow
Loc: San Francisco, CA
Reg: 11-26-02
02-28-15 04:07 AM - Post#2526855    
    In response to lilybiggs

Tony, is there a chance you have any salvage yards in the UK which specialize is US cars? Even if you have to travel to reach such a yard, this might still be better than searching for and importing parts from the US.

Ray

There's a line between good and evil no wider than a razor's edge - D.S. James Hathaway quoting from The Night Keeper


 
lilybiggs 
Forum Newbie
Posts: 4

Reg: 02-15-15
03-02-15 02:19 AM - Post#2527399    
    In response to raycow

Hi Ray,

There are no US car scrap yards in the UK anymore (all been picked out and gone). I've managed to track down the linkage and bellcrank from the pedal through to the main bell crank. So what I'm still missing is the main bell crank (the one that fits on to the side of the engine block), bell crank spring and the main kickdown rod that passes from this crank and on down to the Powerglide lever. I've been offered the rod but it looks slightly different to the ones in the diagrams I've got ie. it's got more bends in it. Does anyone out there manufacture the bell crank as I've seen plenty of new ones for 55-57 Chevrolets?

Tony



 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
03-02-15 05:37 AM - Post#2527414    
    In response to lilybiggs

Try to contact Roland at info@rgparts.com, he's located in Strasbourg, France. He's a friend of mine, tell him I give you his contact info. He's specialized in US car parts, new or used, and he's the owner of a 54 Belair. He will know what you're talking about. I can't tell you if he's got what you want but give it a try! and he speak English...

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
Kaptain Kustom 
Forum Newbie
Posts: 19

Loc: Finland
Reg: 01-27-11
04-14-15 05:28 AM - Post#2539330    
    In response to Fitzback

Thanks for the great thread, Fitzback!

I'm going to rebuild a '54 PG to be used with a 261cid chevy engine (around '57 canadian pontiac strato six, dual carbs and exhaust, otherwise stock). Do you think the transmission will work and hold up to this more powerful engine as is, or should I do some modifications to it?

I was wondering, how does the converter actually wear, or what does happen to it when it's being used. The possible hub wear is obvious, but how about internally? If the hub looks good, why should the converter be rebuild? Not trying to question your knowledge and experience on this , just would like to know more...

I read somewhere, that around '57 they changed the ventilation method on these transmissions, and the PGs prior that tend to leak more than the newer ones. There was some solution how to improve the breathing of older PGs, but I don't remember the link anymore. Do you think an older PG would benefit from some sort of ventilation mod?

Are there some other weak links?

1950 Styleline DeLuxe 2d sedan, on the works
SOLD 1978 K10 LWB 4x4,4"lift,6.2d+sm465+np205
1995 Caprice Classic STW, 350 LT1


 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
04-16-15 07:49 PM - Post#2540129    
    In response to Kaptain Kustom

Hi,
Your PG will handle your 261cid more power. Those PG was used on V8 often, and not all those V8 where small poney.

A converter wear is more related to the mileage of the car, or tranny. If the converter ran with good clean oil (most of the time, the oil was not replace regularly..)it can run «forever» but, it's not the real life. Most of the time we can't put real mileage on the converter, and, if it was well maintained. Why not send to a trusted rebuilt shop, for inspection, cleaning, balancing and replace the worn bushing inside. With wrong bushing you will experiencing higher rpm start or moving, slow morning wakeup due to a half full converter, slippage, of in some case lower stall rpm, it will affect your low speed moving torque. And if you do all those things on your car, why not rebuilt the converter?

I don't think you have to replace or modify your 54 to be like the 57. Your 54 is a good unit, and most of the time, when the 53 -54 PG was leaking it's when you stop the engine while in warm up. A lot of oil went back in the pan, the lever is a bit higher than normal after some days of rest, and when you stop the engine, the final rotation of the engine, often the motor turn CCW a bit, the PG pump run backward with it and push air in the oil and spit outside. Let your engine running after a long stop and you'll get any problems.

hope this help.

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
chum58 
"6th Year" Silver Supporting Member
Posts: 747
chum58
Loc: Sherwood Park Ab Can.
Reg: 04-19-11
04-23-15 06:28 PM - Post#2541955    
    In response to Fitzback

Hi Fitzback. I have a problem with my 54 pg that I hope you can help me with. It was rebuilt about 5,000 miles ago and shifts out of low right away even with throttle floored. It would shudder at low speed (10-20 mph) so I disconnected the vacuum to the modulator and it doesn't shudder any more but still will not stay in low. I have been manually starting out in low then shifting to high around 25-30 mph. It does have the throttle rod going to the trans. Thanks. Norm







53 Chev Belair HT
62 261
54 pg/diff
Fenton alum twin with Carter/Webbers
(Tom Langdons)
Corvette split exh. manifold. Cherry Bombs /28in
Petronic ignition


 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
04-25-15 05:31 AM - Post#2542317    
    In response to chum58

Hi,

I will do my best to help you. If I understand correctly, when you remove the vacuum hose it smoother, but shifting always at low rpm.

You get two distinct trouble to me. With the vacuum removed, the pressure to the band is higher, so if it smoother only without vacuum, it appear to me that the band is not well adjusted (I suppose the PG is correctly rebuilt).

For the shifting at low rpm, try to disconnect the kickdown rod and make this test. Run with the rod pullout and another run the rod push in and look at the speed the PG shift. If nothing change, maybe the governor can be the problem, or the servo module (kickdown cover).

There is a lot of PG rebuilt with running problem, it's not always easy to find the problem in few words. If you want to take a ride I can give it a look, but I know we are not close...

The other things to do is take pressure test. Try to check the adjustement of the band and try the kickdown rod test and get back to me.

good luck!

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
Bob491 
Forum Newbie
Posts: 45

Loc: North side of Lake Ontari...
Reg: 01-28-15
12-24-15 11:07 AM - Post#2597433    
    In response to 1963belair

  • 1963belair Said:
Great thread, Thanks for taking the time to post it. I have a manual, but this thread will help greatly as well. I'm hoping to have my ol girl on the road next year, and I'm sure I'll have to freshen up the trans as well.

I'm in full agreement and your pictures are very well done and helpfull. Thank you for taking the time.


Lake Havasu City
...No Bad Days


 
Bel Air kiwi 
"2nd Year" Silver Supporting Member
Posts: 2891
Bel Air kiwi
Loc: New Zealand
Reg: 04-24-14
03-26-17 03:50 AM - Post#2683346    
    In response to Bob491

Hi Fitz. I came across this explanation of the difference between the early 49-52 Glide and the 53 on one you so beautifully illustrated the rebuild on.


GM’s Powerglide transmission was first introduced in late 1949, and during its life it was continually being improved. The first model had an exotic five-element torque-converter section with twin pump turbines and twin stators. These had different blade angles to give a healthy stall torque multiplication ratio of 2.2 to 1 and a broad torque range at higher speeds (since the twin pumps and stators would start to freewheel at different road speeds).

GM engineers were so satisfied with the converter, in fact, that they didn't see any need for any auxiliary gear torque multiplication in DRIVE range. You just took off on the converter and that was it. Needless to say, acceleration left something to be desired. Zero-60-mph times were considerably slower than the same engine mated to a manual box, and the high slip losses at low speeds took quite a toll in fuel consumption. It was during this period that automatic transmissions gained their reputation for poor performance.

To get the best performance from these original powerglide units, you needed to start off in LOW range, where there was a 1.82-to-1 planetary gear step-up, then shift to DRIVE at 20 or 30 mph. In 1952 Chevrolet manufactured their 1 millionth Powerglide transmission. For the 1953 US GM models, Chevrolet engineers made important changes. They went to a simple three-element converter (single pump turbines and stators) and incorporated the 1.82-to-1 gear step-up in DRIVE range. Thus you would start off in LOW range, and the transmission would automatically up-shift to HIGH at some speed between 12 and 45 mph, depending on throttle opening.


I thought it would be useful here on your great sticky. As you have said the converters and linkages are quite different so they don't interchange.

Cheers Kiwi


48 3100 RHD, 51 Deluxe 4DR RHD, 51 Bel Air parts car, 52 Bel Air P-Glide LHD. Others 23T, 32 Tudor, 58 Edsel pacer 4DR HDT, 79 F250 351C RHD. 69,70,82 Capri. No mobile, no TV, and no Jap cars.

And when it was laid to waste, they called it peace.


Edited by Bel Air kiwi on 03-26-17 03:52 AM. Reason for edit: No reason given.

 
Fitzback 
"10th Year" Gold Supporting Member
Posts: 1277
Fitzback
Age: 52
Loc: St-Hyacinthe, Qc. Can.
Reg: 01-23-08
05-12-17 08:23 PM - Post#2690984    
    In response to Bel Air kiwi

Great! thanks for the infos addition.

Fitz.

La vie est belle! 1953 Pontiac Pathfinder deLuxe 2 doors sedan + Victory Vision tour

Fitz



 
 Page 3 of 3 « First<123
Icon Legend Permissions Topic Options
Report Post

Quote Post

Quick Reply

Print Topic

Email Topic

32808 Views
FusionBB
FusionBB™ Version 2.1
©2003-2006 InteractivePHP, Inc.
Execution time: 0.368 seconds.   Total Queries: 17   Zlib Compression is on.
All times are (GMT -0800) Pacific. Current time is 03:45 PM
Top