Going glide...

[Super73]

I just sold one of my cars, 67 cougar. Finally decided to go with a powerglide. Wondering what the weight difference and all that stuff will be like from my 4L80E which is now for sale.

[vin63]

IIRC, there will be almost 120 pound difference between the 4L80E (~220 pounds) and a race-built PowerGlide (about 100 pounds). I run a 4L80E behind my Pontiac in my '63 C-10 and a Mikes Ultimate Glide PowerGlide in my Super Gas car, and lifting both of these transmissions I can attest to weight difference...ugh!

[Super73]

Ok.. Glide is all ordered up allong with Verter. It should be here by the middle of December and then the swap starts. Went with an Abruzzi unit. Total cost to my door is aprox $2,200 with verter and trans shield.. Not too bad. I'll be able to use my current flexplate and just need to buy a shifter and get a new driveshaft. All in all I am excited. Marco suggested a 8" 5,700 verter for NA but knowing there will be a decent hit of N20 aboard, we elected to go with a 8" 5,200 instead. I don't mind being more optimized for N20 than motor. I also asked Marco about a 400 vs the glide. He said that based on my projected weight of 3300lbs, I really could go either way. Said the glide will slow my 60' down compared to a 400, but he thinks I will ultimately run a faster ET/mph with the glide.

I'm hoping to have it all together before the end of Jan and get to the track by Feb depending on weather. I probably will stick it back on the dyno once I get the trans in just to get the N20 hitting on both stages. Wondering if there will be any change on rwhp with the glide. Seeing as the 521rwhp I made was with the 10.5" verter locked, it will be interesting to see what the glide actually does. Everyone says I should make more power with the glide, but more power than the locked 80E? I don't see that happening, but If I can make 500rwhp I'll be stoked.. Then again if the PG uses 20hp less to turn and the roatating weight of the smaller verter equates for another 5hp allong with an efficiant verter (say 4% slip), I would be in the same ballpark, maybe... Wont know till it happens..

[vin63]

The biggest thing for me running a 'Glide is the consistency. I ran a TH400 in my youth, but when I started running Super Gas and Super Street, the powerglide provided an extra level of consistency I desperately needed. I think what some people are referring to in the application of power difference is that there is less reciprocating mass associated with a powerglide vs. a TH400 or 4L80E. I never really saw much difference...the primary difference for me was consistency run over run.

[Super73]

When you went from TH400 to a glide, what 60's, ET's and mph were you running?
Did they stay similar?

Abruzzi tells me the 60' should be a little slower between a PG/TH400, but the ET/MPH should be a little better, which makes sense since there is a different 1st gear and less loss in the trans spinning the parts ect. It will be hard to compare apples to apples though since there is a motor and trans swap since the last track outing.

The 347ci motor NA made peak TQ at 5,600rpm (375ftlbs) but where the verter was hitting (4,500) it was about 360ftlbs. Best 60' with that at 3,550 was a 1.59.

If the new verter does flash to 5,200, I'll be hitting it with about 430ftlbs NA. I'm wondering if that 70ftlbs and the TQ multiplication will keep my 60' or make it worse/better. For some reason I don't feel it will get much worse if any. Also, it will be a little lighter.

[vin63]

My 60-foot ETs remained pretty close to the same (averaged ~1.36), but I was also on a Pro-type transbrake. You hit the nail on the head...the critical variable in this is the torque converter. My SBC made peak torque between 6000-6500 rpms, so my converter was tailored to a 6500 rpm launch. If your previous converter was not allowing you to reach peak torque, then it will be difficult to compare. From the sound of it, a looser converter that stalls closer to your torque band will definitely help you.

[Super73]

There is a pro brake going in the trans. I tend to think that the added TQ will make up for the gearing, but I don't know for sure. I know with 10* of timing out of the hit (which results in about 80ftlbs of TQ) the best 60' I cut was 1.67, but adding the timing I went 1.59.

Most everything being the same, with a 3.73 gear, slightly less power and weight, on kill I cut the same 1.67 60' ... A 3.73 gear and 30" tire would be the same gearing in 1st as a glide with 4.56's and a 27" tire.

Or I can look at it like the new combo being 4.56/30" tire and glide would be like a 4L80E with a 4.56 and a 40.5" tire..

[68longhorn]

I'm excited to see results! Does this truck see any street duty at all?

[Super73]

It does.. Just the other day I drove the truck almost 60 miles round trip to school. I'm sure the glide will limit me, but I'm ok with that. It's fun to drive, but the wife won't ride in it, so I have to ride alone or with a buddy. Clossest buddy is 5 miles away in this town I live in. Next one after that is almost 10 miles..

[Marv D]

As a BTW,, in one of your other posts you were talking shifters. If I may,, take a look at this if your still interested in Co2 shifting.Check in to the Aeroapace Co2 glide shifter. I LOVE this thing!
(at bottom of a SLOW loading page!
http://www.aerospacecomponents.com/i...d=31&Itemid=71