Messages

46

Dan Dishon's Transmission Den / Re: Powerglide fluid leak....

« on: April 17, 2018, 04:12:47 AM »

If the current doesn't look bad, and pan shows nothing out of the norm, then I would run it and do a drain and fill a few weeks into the season. The gold color could be anything from a specialty fluid to a hydrastat fluid. We did a track side build once and got fluid from like 5 different people, (each was different brand)  Royal Purple, B&M, Type F, Amsoil, but we gathered enough to get it full, and he raced it for 2 seasons like that.

47

Dan Dishon's Transmission Den / Re: Powerglide fluid leak....

« on: April 16, 2018, 07:33:39 PM »

Almost all the new levers/shafts have an o-ring on them. One word of advice do not over tighten the detent bolt when reinstalling the shifter.

48

Dan Dishon's Transmission Den / Re: PG cooler loop line hose size

« on: February 20, 2018, 07:46:43 PM »

-6 is the standard. -4would be to restrictive. If you have someone who can pull the pump and remove the bypass you can put pipe plugs in case. As far as length goes 12" would be as short as I think you get away with, without kinking it.

49

Dan Dishon's Transmission Den / Re: powerglide buzz/vibration

« on: February 11, 2018, 05:14:48 PM »

Hope that fixes it. Let us know.

50

Dan Dishon's Transmission Den / Re: Reducing rotating mass in trans

« on: January 21, 2018, 07:19:11 PM »

No much in a glide to lighten as far as rotating mass goes, aluminum drum and carrier is about it. Total glide weight is another thing, I build a light weight glide for a customer. I weighed several cases and found the TSI was the lightest, did an aluminum drum, pump, and valve body, and did the Sonnax stamped aluminum pan. We ended up 23lbs lighter than his JW trans. Other was to free up hp would be to go with the big piston drum and the sonnax servo, this will let you lower line pressure while maintaining the same clamping force. A bolt together converter with an aluminum cover will also free so hp.

51

Dan Dishon's Transmission Den / Re: Valve body bolts

« on: January 18, 2018, 06:53:36 PM »

Valve body to case and valve body bolts are 13.5 to 15 ft/lbs

52

Dan Dishon's Transmission Den / Re: Shorty PG has started hitting very hard when put into reverse

« on: January 16, 2018, 12:16:32 PM »

Could be a couple of things, first thing is to check pressure at the reverse port. If its exceedingly High, something above 230psi it is possible the boost valve is stuck. If the pressure is normal then I would suspect a spring issue on the piston. I just did a glide a couple weeks back where the springs were laid over like Domino's. 

53

Dan Dishon's Transmission Den / Re: torque convertor and blower

« on: November 19, 2017, 06:27:44 PM »

We had a launch control issue once and it left at an idle, and it caused it to shake violently. 1.80 low and 3.89 rear. I agree with Steve launch high and work to the sweet spot.

54

Dan Dishon's Transmission Den / Re: torque convertor and blower

« on: November 16, 2017, 07:19:50 PM »

I think you will find most blower cars leave at somewhere between 3000 and 4000 rpms. When we ran the altered with Kerry and Bill the launch control was set at 4000.

55

Dan Dishon's Transmission Den / Re: Christmas is coming.

« on: October 31, 2017, 05:40:14 PM »

I will bring some things with me.

56

Dan Dishon's Transmission Den / Re: trans fluid?

« on: October 27, 2017, 04:50:23 PM »

We bracket race our car every weekend and often double enter. I have always ran NAPA brand type F. Nick and I drove my Roadster one night to the semi's and the win, with the time runs that was 17 passes in less than 7 hours. It only moved 2 numbers from 3pm to the finals at 10pm.

I guess what Im saying is if you run a good quality fluid, things should stay consistent for you.

And yes Nick was the winner and I bowed out in the semi's.

57

Dan Dishon's Transmission Den / Re: Turbo 350

« on: September 05, 2017, 06:16:51 PM »

The governor controls the up shifts in conjuction with the modulator to a point. The kickdown cable takes over at WOT to carry the shifts beyond the governer/modulator cross over, as well as force a down shift at slower speeds.

Other than WOT, upshifts occur when governer pressure crosses modulator pressure. You can raise upshifts by raising modulator pressure, making the governer go higher to match it. This is done by screwing the modulator adjuster in. This is more minor adjustment 4 to 6 mph.

GM made governers with several weight combos in them. The heavier the lower the shifts the lighter ones had a higher shift. Going from the heaviest to lightest can make close to 15mph difference. If more is needed you can do a governer weight kit, or you can get a governer from a 700R4 corvette/police unit. They are the same as a 350, but the weight package is the lightest of all GM governers.

58

Dan Dishon's Transmission Den / Re: B&J clutch pack

« on: September 05, 2017, 05:58:44 PM »

I have no experience with these. Hope some guys in the forum can help.

59

Dan Dishon's Transmission Den / Re: PG Racing Band Ajustment

« on: August 20, 2017, 06:09:58 PM »

Once the band "settles" in it will be good.

When a car "rocks" be it forward or back, adjusting the band can cure this to a point. When the brake is applied low fluid pressure is sent to reverse causing a drop in pressure to the band. The idea is to have low and reverse to apply simultaneously. If the rings on the servo become worn this can cause a "rock back" as reverse hits first, the same can happen as the seals on the reverse piston wear, this would cause a rock forward. Adjusting the can help with the apply timing to stop these issues. Getting your revese clutch clearance is very important to tight or loose will also cause these issues. No 2 combo's are the same and some Tweeking is sometimes needed, the 72 inch pounds 3 1/2 out is a base line the works most of the time, and it is always the starting spot. 

60

Dan Dishon's Transmission Den / Re: PG Racing Band Ajustment

« on: August 19, 2017, 06:43:35 AM »

No the adjustment is the same for all band materials.