![]() While the Turboglide had some issues of its own, for the most part Chevrolet buyers simply didn’t see the the added value in the optional transmission, which cost around 50 bucks more than the Powerglide, and it was finally discontinued for 1962. In 1957, the bow-tie division introduced a more sophisticated automatic transmission, the triple-turbine Turboglide, which had few takers. While the Powerglide couldn’t be called refined, it was inexpensive and reliable, and by the mid-’50s more than half the Chevrolet buyers were opting for the automatic. (The shift pattern was PNDLR, eventually revised to the familiar PRNDL.) Fearing the damage and wear that could result from this practice, GM engineers in 1953 provided an automated first-gear start and programmed upshift at up to 42 mph depending on load, and a throttle-controlled kick-down function as well. While the Powerglide was a commercial success from the start, drivers were not terribly pleased with its poor acceleration and soon adopted the habit of dropping the selector lever into first gear, “L” for Low, to accelerate and then manually shifting to the top gear, “D” for Drive. Meanwhile, the rear axle ratio was reduced from 4.11:1 to 3.55:1 to manage driveline noise and harshness. 216.5 cubic inches) with hydraulic valve lifters and 105 hp rather than the standard 90 hp. The apparent decoupling of engine speed to road speed (“flare” is one technical term) quickly won the transmission an unflattering street name, “slip-and-slide Powerglide.” (In a similar way, the Dynaflow became known as the “Dynaslush.”)Īt introduction in 1950, the Powerglide was offered as an option only on DeLuxe models, at a cost of $159 (on top of the DeLuxe base price of $1529 to $1991, roughly an extra 10 percent.) A chrome badge on the deck lid proudly proclaimed “POWER GLIDE,” and to compensate for the lack of torque multiplication, Powerglide cars got a slightly larger six-cylinder engine (235 vs. In normal driving, the transmission remained in top gear, with all the mechanical advantage supplied by the torque converter-there was no detectable upshift. Later, a simplified three-element converter was developed.Ī two-speed planetary gearset with a first-gear ratio of 1.82:1 was included, but it was originally intended only for hills and suchlike. In fact, the earliest Chevrolet technical literature often referred to the unit as a “torque converter transmission” rather than the more simple and familiar “automatic.” The original 1950 design employed a five-element, bolt-together converter that provided a torque multiplication factor of 2.20:1. The heart of the first-generation Powerglide was its torque converter (above). As a result, the unit was quite heavy at better than 240 lbs, and there were a number of gasketed joints with the potential for fluid leaks. There was no sump or pan on the bottom, and instead of a one-piece aluminum case, the Powerglide used a collection of cast-iron housings that bolted together. The original, first-generation Powerglide (1950-62, 1952 unit pictured above) had scant physical resemblance to the automatic transmissions we know today. Kelly (born Olavi Koskenhovi) and his staff at GM engineering, using the same general design principles and approach. While the two transmissions are quite different in detail-and in cost-both the Buick Dynaflow and the Chevy Powerglide were developed by automatic transmission guru O.K. The Powerglide has also been described as a “poor man’s Dynaflow,” and there’s more truth to that throwaway line than there might seem. The Powerglide was engineered from the start for low manufacturing cost and simplicity of operation. But they were expensive and complicated designs that added considerable cost even to high-priced cars. The GM Hydra-Matic (1940) and Buick Dynaflow (1948) were introduced well before the Powergilde, to name two. When the Chevrolet Powerglide made its debut in 1950, it was the first automatic transmission intended specifically for the low-priced field. As with every TCI® transmission, these competition-engineered units are fully dyno tested and rigorously inspected to provide unmatched performance and durability.The Powerglide automatic transmission loyally served Chevrolet and General Motors for nearly a quarter of a century. The TCI® Circlematic™ Full Manual Powerglide Transmission, adds another level of choice, especially for racers on a budget. ![]() TCI® Circlematic™ Transmissions have built an impressive reputation with stock car racers for winning races and delivering amazing durability.
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