. LOL.
powerglide - pros & cons
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From: Houston/The Woodlands
powerglide - pros & cons i really need some help on making a major decision. i have twin turbo (T'70's) 88 fox body mustang. i have torn up two C4 tranmissions, with a lot of mods to beef it up. so my question is: would a powerglide work well for a car with 730 rwhp/ turbo car I do more street racing then track racing with the car. what are the pros and cons.
FormerVendor
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From: D-F/W
A Powerglide would be a good option... but the C4 is a good transmission 730 rwhp is not out of the question. What is breaking in the C4? If hard parts are breaking, ie... shafts and hubs then maybe it needs serious upgrades. I understand it has had mods to beef it up, but they may not be the correct mods. Has it suffered the same failure each time? And one more question... does it break on the line leaving or during shifts?
Powerglides are the tranny of choice for many a racer. Is this a daily driver? If it is then maybe a glide is not the answer... unless you go with a high quality lock up converter. A properly built glide can handle well over 1500 hp.
g
Powerglides are the tranny of choice for many a racer. Is this a daily driver? If it is then maybe a glide is not the answer... unless you go with a high quality lock up converter. A properly built glide can handle well over 1500 hp.
g
Originally Posted by Ratchthed
A Powerglide would be a good option... but the C4 is a good transmission 730 rwhp is not out of the question. What is breaking in the C4? If hard parts are breaking, ie... shafts and hubs then maybe it needs serious upgrades. I understand it has had mods to beef it up, but they may not be the correct mods. Has it suffered the same failure each time? And one more question... does it break on the line leaving or during shifts?
Powerglides are the tranny of choice for many a racer. Is this a daily driver? If it is then maybe a glide is not the answer... unless you go with a high quality lock up converter. A properly built glide can handle well over 1500 hp.
g
Powerglides are the tranny of choice for many a racer. Is this a daily driver? If it is then maybe a glide is not the answer... unless you go with a high quality lock up converter. A properly built glide can handle well over 1500 hp.
g
Driving a C4 and a Glide on the street will be the same.........
Both are 1:1 in the final drive gear......
I was told my Glide can handle 1500hp and its doing fine with what i have right now and im making more power then you......
plus 2500 street miles in the last couple of months....
Rossler built.
Kyle
FormerVendor
Joined: Oct 2006
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From: D-F/W
Originally Posted by NA$TY-TA
Driving a C4 and a Glide on the street will be the same.........
Both are 1:1 in the final drive gear......
I was told my Glide can handle 1500hp and its doing fine with what i have right now and im making more power then you......
plus 2500 street miles in the last couple of months....
Rossler built.
Kyle
Both are 1:1 in the final drive gear......
I was told my Glide can handle 1500hp and its doing fine with what i have right now and im making more power then you......
plus 2500 street miles in the last couple of months....
Rossler built.
Kyle
We are currently planning a glide for a street driven turbocharged ls7 (est. h/p well over 1000 rw), that is being built by Xtreme Horsepower, in a 70 Camaro that will be a street car. He is going to go with a Cohn or Art Carr lock up converter.
g
THERE'S ALL PRO TO RUNNING A P/G
there lighter, be easier on the tires for launching and you'll load up the turbo more which will equate to better et. plus only one gear shift.
there lighter, be easier on the tires for launching and you'll load up the turbo more which will equate to better et. plus only one gear shift.
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Teching In
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From: texarkana, texas
thanks guys. i am pretty new to using the site and it has been a great help. i am pretty sure i am going to go with a powerglide. any suggestions on a certain kind of powerglide. so to make sure i am right, 'a powerglide will help the spooling of the turbos and not hurt it. it will spool sooner now?
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Originally Posted by UR2SLOW4ME
thanks guys. i am pretty new to using the site and it has been a great help. i am pretty sure i am going to go with a powerglide. any suggestions on a certain kind of powerglide. so to make sure i am right, 'a powerglide will help the spooling of the turbos and not hurt it. it will spool sooner now?
I went with a Rossler built Powerglide...
I talked to Carl for quite a bit when i was on the ropes about a tranny for my Turbo Build.
Carl explained that the 1.76 standard gear will really help the car launch and the fall off between the shift... 1.76- 1:1 isnt much for the TQ a Turbo car makes.....
I opted for a 1.80 1st gear and bigger input and output shafts and his Transbrake.... with a Trans brake it isnt hard at all building boost....
Kyle
Originally Posted by Got Me SOM
THERE'S ALL PRO TO RUNNING A P/G
there lighter, be easier on the tires for launching and you'll load up the turbo more which will equate to better et. plus only one gear shift.
there lighter, be easier on the tires for launching and you'll load up the turbo more which will equate to better et. plus only one gear shift.
powerglide all day long. Alot of power + light raceweight is the perfect candidate for a PG.
FormerVendor
Joined: Oct 2006
Posts: 3,123
Likes: 3
From: D-F/W
I agree.. I don't think the spool time is too much of a consideration as long as you provide adequate cooling for your converter.
As far as suggestions, a few considerations to make would be... A Pro-Brake on the street can be cumbersum, the trans brake must be engaged in order to achieve reverse... one hand on the brake button, one on the steering wheel when backing. Some guys simply do not run a trans brake on the street. If you see more track duty then yeah a good trans brake is a must for a turbo app.
Something else to think about would be do you want a fully manual valve body, a reverse manual valve body or an automatic valve body. Glides can be built with or without a bolt on SFI bellhousing. They can also have roller bearing tailhousings. There are many manufacturers building many different internal components for these units today. My recommendation would be to work up your unit with someone who is capable and who understands your application.
g
As far as suggestions, a few considerations to make would be... A Pro-Brake on the street can be cumbersum, the trans brake must be engaged in order to achieve reverse... one hand on the brake button, one on the steering wheel when backing. Some guys simply do not run a trans brake on the street. If you see more track duty then yeah a good trans brake is a must for a turbo app.
Something else to think about would be do you want a fully manual valve body, a reverse manual valve body or an automatic valve body. Glides can be built with or without a bolt on SFI bellhousing. They can also have roller bearing tailhousings. There are many manufacturers building many different internal components for these units today. My recommendation would be to work up your unit with someone who is capable and who understands your application.
g
Originally Posted by Ratchthed
I agree.. I don't think the spool time is too much of a consideration as long as you provide adequate cooling for your converter.
As far as suggestions, a few considerations to make would be... A Pro-Brake on the street can be cumbersum, the trans brake must be engaged in order to achieve reverse... one hand on the brake button, one on the steering wheel when backing. Some guys simply do not run a trans brake on the street. If you see more track duty then yeah a good trans brake is a must for a turbo app.
Something else to think about would be do you want a fully manual valve body, a reverse manual valve body or an automatic valve body. Glides can be built with or without a bolt on SFI bellhousing. They can also have roller bearing tailhousings. There are many manufacturers building many different internal components for these units today. My recommendation would be to work up your unit with someone who is capable and who understands your application.
g
As far as suggestions, a few considerations to make would be... A Pro-Brake on the street can be cumbersum, the trans brake must be engaged in order to achieve reverse... one hand on the brake button, one on the steering wheel when backing. Some guys simply do not run a trans brake on the street. If you see more track duty then yeah a good trans brake is a must for a turbo app.
Something else to think about would be do you want a fully manual valve body, a reverse manual valve body or an automatic valve body. Glides can be built with or without a bolt on SFI bellhousing. They can also have roller bearing tailhousings. There are many manufacturers building many different internal components for these units today. My recommendation would be to work up your unit with someone who is capable and who understands your application.
g
I drive a Pro-brake everyday on the street........ fully manual RMVB here also with a SFI bellhousing... the other thing that got me thinking was i originally wanted a TH400 and the price to built a 400 to with stand the same power as a Glide was about $2K more.... around $3K for my Glide.....
Kyle
