Q.  Can I run my race Powerglide without a filter?

A.   A race transmission can be run without a filter as long as the fluid is changed on a regular basis. We would prefer everyone to run a filter however, to protect the valve body and converter from debris that is naturally generated in the transmission.

The filter represents a restriction on the suction of the pump. The Powerglide pump is marginal in a race application and can use all the help it can get.  This is why we only sell the large OEM style filter.  The smaller OEM style that most of our competitors sell is too small to do the job in a race unit.   We offer a kit that adapts a high flow Mopar 727 to the Powerglide. Part Number APG-5282MK.  This adapter will only work with a deep pan.  The Mopar filter has about twice the surface area than the large OEM style filter.

Q.  Why are there different types of bands for the Powerglide?

A.  Each band we offer is suited to a particular purpose.  In general Kevlar® is used in “holding “applications.  For example:  In a drag racing application the band is applied to the drum when it is stationary.  The Kevlar® material has a higher coefficient of friction than the Racing Red®; therefore it will provide a better hold on the drum.

 In applications where the drum is spinning when the band is applied such as in a street or street/strip unit that will be down-shifted often we would opt for the Racing Red® lining. In drag racing applications that use an aluminum drum, Racing Red® is the only choice; Kevlar® is too aggressive and will damage the band surface of the drum.

 In high horsepower applications (over 800 HP) a wide band would be a good choice.  The increase in surface area will increase the holding power of the band on the drum.  The same principles discussed above for lining material apply. 

Q.  Why do you offer three different types of servo rings?

A.  We offer iron, aluminum and Teflon® rings for the Powerglide servo piston.  General Motors used both iron and aluminum rings as original equipment in the Powerglide. GM never offered a Teflon® servo ring. 

Our Teflon® rings are custom cut to provide exceptional performance. We use Teflon® rings in all our units and recommend them for all applications. Our testing indicates a superior seal with the Teflon® rings.   Some builders still prefer iron or aluminum. The bottom line is that it’s really a matter of personal preference.

Q.  Why would I need a heavy duty band adjusting screw?

A.  With the increase in line pressure and the high torque loads placed on the band in racing applications the OEM band screw can bend.  This makes accurate band adjustment impossible, possibly contributing to band failure. Our heavy duty band screw is made to grade 8 fastener standards and comes with a larger lock nut.  Look closely at the tip of the band screw as you remove it from the case the next time you have your Powerglide apart.  If it wobbles, it’s bent and should be replaced with one of our heavy duty screws. 

Q.  Why would I need a dual ring servo piston? 

A.  The Powerglide hydraulic system is designed such that any leakage past the servo ring is directed to the high clutch pack when the transmission is in low gear.  The OEM metal ring was designed to handle pressures in the 120-150 PSI range.  When using a competition valve body with increased pressures (180-250 PSI) substantial leakage can occur.  The use of a servo piston with two rings will prevent this from happening.  In addition to the dual ring feature, our pistons are made from billet 6061 aluminum to prevent breaking under the increased line pressure.  We recommend Teflon® rings in any performance application. 

Q. What type of fluid should I use in my racing Powerglide?

A. Use Type F, a racing ATF or a quality synthetic.

We sell Synergyn synthetic fluids.

Q. How do I adjust the band in my Powerglide?

A. Loosen the jamb nut and tighten the screw to 70-72 inch/pounds. Back the screw out 3½ turns for Dedenbear and JW cases, 4 turns for stock cases.

Q. How do I adjust the shifter on my Powerglide?

A. The importance of the shifter adjustment can not be overemphasized. First, you must have a shift lever installed on your transmission that is compatible with your shifter. We offer levers that will work properly with MRC, Hurst and B&M Shifters.

            To begin the adjustment the shift cable must be disconnected from the transmission lever. Place the shifter (in the car) in the low gear position. Be sure the shifter is in the proper position without any interference from any air or electric solenoids you may be using. Place the shift lever on the transmission in the low position, making sure it is securely in the detent. Adjust the cable so it slips over the pin on the shift lever without any resistance. Repeat the process for high gear. The cable must slip over the pin on the lever in both positions without resistance. If it can not be adjusted properly there is a problem that must be addressed before you race the car.

            In addition, keep the shift cable loosely fastened to the chassis. The cable should be tight only at the transmission pan bracket and the shifter itself. If you attach the cable tightly to the chassis the shifter can be pulled out of adjustment by chassis flex.