I6 Powerglide with 360

A relatively mild Chevy 350 can crack a powerglide bell housing and a 360 makes more torque. They tend to break where the bellhousing meets the main part of the case. You might get away with if you use factory type rubber mounts, but no poly or solid mounts. Also the L6 poweglide has less clutches so it will need performance mods and performance clutches.

I used to drag race powerglides. I always cut the bellhousings off and added a JW Ultrabell. Not a cheap option so you gotta really want a 2-speed transmission. Personally, I don't see the point of a powerglide as a street transmission for performance.

purple72Gremlin wrote: Sell the chevy engine and powerglide to a chevy nut. Then use the money to build a good TF or TH400.

x2

In short, will the P'glide hold up? Not long if at all.

Drag racers use it because they don't need three speeds for 1/8 mile (or even a 1/4). Those trannys are built up to take the abuse also. Chevy used them in low cost street cars 50-73, and only on the lowest cost cars the last three years (turbo 350 came out in 69 and all but replaced the PG). It was a simple low cost transmission. The engine would rev way up in first gear then drop to gutless for a few seconds when it finally shifted. That was in a 67 Nova with a 235 six, was a bit better with a small block that would rev more.

Ford Chrysler and Packard had a 2 speed transmission available for their cars in the 1950's. Them along with GM no longer do, there is probably a good reason as to why not.
If you want a good inexpensive transmission that also has a street reliability reputation when built correctly and also bolts directly up to it?
Try a 904.

It will be stripped down, so I'd be right at the 3k I think. If I drank a few less beers I think I could get under.