from what ive read on here and elsewhere is that to change the powerglide to a 350th you have to shorten the drideshaft...but that might only be my 59, im not sure?? i cant seem to find yet ( on this wonderfull internet thingy) the overall lenght of a 59 glide and if there is any auto tranny that is the same length, like maybe the 200r4??
would this intake work on my 283?? http://london.kijiji.ca/c-cars-vehicles-auto-parts-tires-engine-engine-parts-Edelbrock-Torker-II-intake-manifold-chev-305-350-sbc-Gen-1-W0QQAdIdZ212541277
I'm not too familiar with the Torker manifolds, but I think you'd probably be happier with a dual plane intake. If you can find an original GM 4 bbl manifold, that should work and I've got one in my garage you can have for free if you want to come & get it!. I suspect there are lots of them collecting dust around the country.
If memory serves me, the single planes are more for high flow engines - so it'd be great for a high rev'ing 383 or 400 that needs lots of air. I believe they're designed to start 'working' in the 3000+ RPM range for a 350, which would translate to about 3700+ RPM on a 283...
As for swapping the Powerglide out for a TH350, I've never had to cut the drive shaft for this swap. The 350 and the PG were always the same length. Did the PG come in other lengths? I'm not sure - never ran into one but they likely exist! I can't remember having to change the rear tranny mount either. It's only been 30 years since I did this swap.
The 200R4 should also use the same driveshaft, but the rear tranny mount is located further back (where the TH400 mount is). This is not usually a problem on an A-body, but it might be on an X-frame or other.
The TH400 and the 700R4 both require a shorter drive shaft. I think they both also require the rear tranny mount/cross member be moved back as well.
When doing the PG to TH350 swap, we used to just hook up the stock PG shift linkage too. The shift indicator didn't line up properly so it was annoying but it worked.
I agree with Carl. The 283 is a great little engine. Many many examples with lots and lots of miles on them. They get you there and back again with no drama. When it comes to making power though, they weigh about the same as a 400 does and from the outside, they look the same. So if it's power you want, there's still no replacement for displacement.
-- Edited by 66 Beau on Tuesday 13th of July 2010 09:16:41 PM
that would be great if i could just swap trannys without cutting the smaller driveshaft. I dont really care if i go from the shifter on the column to one on the floor, i kind of prefer it, that way i can put it up to the roof with something funny on top as my shifter handle.!! Im just going for a cruiser so I geuss a dual plane is what i need then. I tried putting the intake (4-barrel ) from my 8os 305 on but there is a little tube in the valley towards the back of my 283 that sat to high so it wouldent fit. Where abouts are you located?
I'm in Sask, so I think shipping of the manifold would cost more than it's worth.
I'm not familiar with the 50's 283's and powerglides. I've taken lots of 60's and 70's stuff apart, but not much of the earlier stuff - and not for many years. I'm not sure what the tube would be. Is it an oil gallery? Hmmm.
Ford used to move the oil and coolant holes around on the SB heads & blocks so you had to be careful which heads you put on which block, but I was always under the belief that any SBC head would fit on any SBC block. Some wouldn't be a good match from a performance standpoint (e.g. big volume heads swapped onto an engine that originally had small volume heads). Now you've got me wondering.
Yes, what is interfering is the baffle for the PCV. It keeps the oil from splashing and getting sucked through the pcv valve into the intake. I put a 69 Z28 aluminum intake on my 327 and had to "massage" that baffle to get the intake to sit down tight.
And yes, dual plane for sure on a 283. They need all the help they can get in the bottom end range.
As far as I've seen, as long as the TH350 you get has the 6" extension (tailhousing) it should be a bolt in. Many full size cars after 70 I think had the 9" extension, and I think pickups had 12". A Chevelle (A body) TH350 should be correct though I think.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
...don't use a Torker..mainly for revvers and meant to come into its own at those high revs..that's why the more "vertical" and straighter runners...use a good dual-plane manifold..lots of used alum. hi-rise ones of almost every make around - Edelbrock, Weiand, Holley - we got a totally good used Edelbr. Z/28 clone from member Steve in Cobourg and it works fine - Holley 600 and away we go..
The TH350 with the 6" tail shaft is the same as the common aluminum powerglide, same mount location and same spline. The older cast iron PG, like in a 59, is shorter and has a course spline output shaft, needing a shorter drive shaft and a fine spline yoke.
Crazy thing is, I just did a 63 powerglide to 200R4 a few months ago where I had to change the yoke to fine spline and yet I forgot all about it now!!!
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
thanks Dano65, i thought the my cast iron was shorter than my 350 when i measured it, but i wasent sure if i measured correctly. I know it should only cost between 100-200 bucks to shorten the driveshaft so thats not too bad, plus that will make me change the u-joints while its all out.
Here's a handy reference. They have dimensions for GM trannies - and even shows the two different powerglides. They also show the location of the tranny mounts.
Do the u-joints match up? If so, you should be able to use the TH350 yoke matched up to the shortened driveshaft. If not, I think they make cross-over u-joints don't they?
Do the u-joints match up? If so, you should be able to use the TH350 yoke matched up to the shortened driveshaft. If not, I think they make cross-over u-joints don't they?
Yes, Chevrolet/Canadian Pontiacs has only 2 u joints pretty much forever! Just look if the cups have a snap ring on the inside of the yoke, or outside, on the end of the cup.
And yes, there is a conversion U joint readily available. If anyone ever has trouble finding one just contact me and I can give you the part number for it depending on which brand of U joints you have available in your area.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
