Swepco Auto Trans 714

R

RobertC

Member
Stated that this will work as a "replacement" for dexron...

I have a GM powerglide in a 1965 corvair...

Could I start adding 714 to the various vintages of dexron that are in there?

Even if I drain it (approx 2 qts), there is still all the "dexron" in the torque converter.

Thanks.
 
Hi Robert,

the swepco 714 is compatible with all dexron fluids, and knowing you, you have probably been keeping regular changes on your corvair over the years. You probably have up to and including dexron vi, but if it's been awhile, more than likely dexron iii in your box. The only hesitation I have is that you have not serviced it for decades..... And the hesitation would be that the 714 is so much higher in detergents if that were the case that it would clean everything out. But, if you have had different variations of dexron in it over the years, (as the dexron formulation has changed) I wouldn't foresee any problems. Make sure you do a filter change at the time of service.

714 has been used in powerglide trannies in drag cars with excellent results for many years.
 
Changes have been very "irregular" -- actually looks like I forgot to record the last one (or tow) in my book.

No filter; just a metal screen...

P/g is a nos replacement in 1974 -- 200,000 miles ago -- no "service" that I know of -- except low band adjustment which has never been done.

If I decide to use 714, I guess I need to go the "extra mile" and drop the pan and clean it out.

Thanks for your time.
 
Knowing how particular you are, you really surprised me with your last post!

It probably would not hurt to drop the pan and get all the debris out of it - you certainly do not want any to be circulated back through the system.... That goes for sludge as well.

In any case, if you are not (or not capable of) draining the torque converter, you will more than likely still have at least 50% of the old oil in the system. Compatibility wise, there should be no problem mixing them with swepco 714 atf, but as I said, detergency wise, it might do a real good job of cleaning up inside..... Some old-time transmission folks would dissuade from that for fear of things "coming apart." my take is that if all that is holding things "together" is sludge and crud, you're not too far off from a failure anyway.
 
No, I have not met the manufacturer's recommendation as far as the p/g.

Probably 20,000 / 25,000 miles (or so) instead of the recommended 12,000 miles(?). (based on "color", sometimes)

any more, it is a pita because the recycle places only take motor oil -- I have to put it in a jug and take it to the household hazardous waste drop off.

Yes, I realize about the torque converter, and, no, I would never pull the engine / transaxle to drain it. (I do not have the jack or the will, lol.)

actually, my (late) corvair mechanic (late 70's to early 90's -- started his corvair shop in the early 60's) hardly ever drained a p/g torque converter that I can recall. He had plastic plugs to keep them from draining if he separated the trans / transaxle. Vaguely recall him having torque converters (spare) that he had removed with the plastic plugs in them. I cannot remember the reason why -- too long ago. He could also rebuild p/gs, if necessary.

Yep, understand about things "falling apart" -- but at this point, I am not sure that there is any difference with dexron v / vi in this regard.

Never been much "sludge" / "debris" in the pan when I have removed it -- just a thin "film" -- mostly "friction material" from the clutches, I assume.

Thanks for the reply / concern. I will think about this a little more.
 
Just one more point I'd like to clarify:

there never was A dexron v atf. For whatever reason, GM skipped iv abd v and called the next one dexron vi. Some people get confused on that issue because the Ford specification which almost matched the GM dexron iii was called mercon v. Most of the blenders of atfs labeled their products as dexron iii / mercon v.... At least those that paid the "royalty charges" for doing so. All GM dexron atf previous to vi are now considered "obsolete."

I'm not real sure how much difference, if any, there was between the p/g trannies built for corvairs, and the full-size cars was. I owned a 65 impala 283 with a powerglide transmission and it was the weakest part of the car.

If you know anyone who works at, or owns an independent auto repair shop, you might be able to drop off your used atf there. Most shops mix atf, motor oil, power steering fluid as well as gear oil in their recycle containers. As long as they don't put glycol (anti-freeze) in them, they can get away with doing that.
 
Just to speak on a tc fluid change. Only if you disintegrate a clutch pack or planetary set should it be a concern due to tramp contamination deposited by dirty fluid. The contamination can damage the newly rebuilt transmission so it is important to remove all fluid and contamination.

The tc fluid is exchanged continuously during operation so dropping the pan and filter is satisfactory to keep the fluid up to snuff when refilled. If a change is extended just drop the pan in a shorter time and refill.
 
There are folks that will argue vehemently all day long, all year long about this subject.... Both sides have good arguments. I'll play "middle of the road," but lean towards replacing all the fluid if it is convenient to do so for the most obvious reason..... If you don't, you are immediately contaminating the fresh, new oil with the old stuff that's still in the converter. However, the other side of that is, if maintenance procedures have been followed on a regular (reasonable) basis, then just "freshening up" the old oil will generally suffice. Besides the nice red color, using your nose helps a lot in determining the extent of the change..... If the oil looks brownish and smells "burnt" I'd go for the whole nine yards, those tell-tale signs are the cheap way to replace laboratory oil analysis.
 
swepco said:
just one more point I'd like to clarify:

there never was A dexron v atf. For whatever reason, GM skipped iv abd v and called the next one dexron vi.
Click to expand...

Sorry for the confusion caused by my use of "loose" terminology...

I'm not real sure how much difference, if any, there was between the p/g trannies built for corvairs, and the full-size cars was. I owned a 65 impala 283 with a powerglide transmission and it was the weakest part of the car.
Click to expand...

There is quite a bit difference "externally".

The corvair p/g "hangs off the "back" of the transaxle with a "long shaft" (simple description) that goes thru the pinion shaft of the transaxle to the torque converter...

I do not know if the front pump / clutches / low band are the same size.

But, your impala was at a slight disadvantage -- with the extra weight and hp.

Not really a "pleasant" auto trans -- 2 speeds -- 45 - 48 mph max in low. Learn to live with the "shortcomings"..

I have not really had a problem with the corvair p/g. I replaced the original p/g because of "too many miles"; not problems -- the engine was being pulled for another reason.
 
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