When Chevrolet came out with the new 6 cylinder motor in 1963 , they also used a different automatic transmission. I know on the earlier truck mostly GMC's that they had a 3 speed Hydro-matic" truck only" transmission. Can any one please tell me in the 1963 to 1966 trucks did they use the same new style transmission in the cars as the trucks? Is it hard to make a 1963 to1966 standard 3 speed truck into an automatic? On the earlier Chevrolet " passenger car" cast iron 2 speed power guild that came out in 1952 had three versions for the 235 six. first version was the torque tube type , second was the 55 to 57 cars, then 58 to 62. I am hoping that once 1963 came the car and the truck automatic version's were the same .Domenic
“I know on the earlier truck mostly GMC's that they had a 3 speed Hydro-matic" truck only" transmission.”
That would have been a four-forward-speed truck Hydra-Matic in 1954 for Chevrolet trucks.
It was first available in one 1952 GMC model, and then available in 1953 for all GMC light trucks.
Sorry, I know nothing about Powerglides, nor about the 1963 upwards transmissions.
Some of the 230/250 engines were equipped with the aluminum case 2 speed Powerglide. ("2 speeds- - - -too low and too high!") The simplest way to put an automatic behind a 230/250/292 engine is to use the same 3 speed Turbo Hydramatic 350 that was used with the V8 engines- - - -the bellhousing bolt pattern and flywheel/flex plate is exactly the same.
We are using GMC truck which has 3 speed Hydro-matic" in our towing service in Queens
, and the first GMC models was in 1952 and then next year in 1953 for all GMC light trucks.
A 700R4 or 2004R automatic overdrive transmissions are popular choices currently. You will need a rear crossmember for the mount, a modified driveshaft, trans cooler & lines, a shifter or replacement column and the kick down cable. I believe the existing bellhousing crossmember will have to be removed.
I had a 1963 Chevy C10 with the original 283/Power Glide combination. Over the years, I put several different SBCs in it (another 283/327/400) I got tired of breaking the Power Glide, so I dropped a TH400 in it. I had to drill out the rivets holding the tail shaft support and shove it back a couple of inches, but the actual length of the transmission was close enough to use the same drive shaft. I just had to change the yoke.
You REALLY had something misaligned or mounted wrong if you broke Powerglides. A rule of thumb with racing automatics is 450-550hp--Turbo 350, 550-750hp--Turbo 400 above that a PG since 5,000hp blown fuel engines don't seem to hurt them. The bell housing area would crack if mounted wrong but they have after market cases to handle that. The 63 a/t for cars and trucks were the same for Powerglides but once the 350 came along there is a long and short tail housing and I can't remember if the long tail housing was the truck or car unit. Brain fogs history more each year.
Break was probably too harsh a word. I was young and dumb. I would rev it up in neutral and dump it into gear to burn out. Typical teenager. Most of the damage was done to the clutch bands. By the time I had the TH400, I had out grown that level of stupidity. Besides, I had strong enough engines to burn out with horsepower alone.
GM got smarter, too. By the time the TH 400 came along they had learned to put a check ball in the clutch housings that would move off its seat and vent a lot of the pressure if somebody attempted a kamikaze start. Unless the RPM was at idle or only slightly above when the selector was moved into gear, there was a lot of slippage and almost no go until the driver let off the gas.