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| A new servo piston and cover are part of the
UltraSystem package. Coupled with the extra material provided around
the servo's home, this reportedly assures greater consistency and
longevity. Also note the thicker mounting bosses for the fluid lines
to eliminate cracking of the case in this area, a common problem
with Powerglides. |
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| With the valve body now in place, the transbrake
solenoid is installed. This angle also provides another look at
the adjuster and the increased thickness of the pan-mounting rail. |
J.W.'s patented UltraCase replacement case are definitely not stock
parts. Neither are they all J.W. exclusives, as Winters had no interest
in trying to change the case design so that other manufacturers' components
couldn't be used with his UltraCase. This aftermarket aluminum case
is designed to accept all aftermarket parts that have been developed
for the Powerglide.
In fact, aside from a bit of linkage and the drum and pistons, just
about everything else inside a J.W. Transmission glide is aftermarket.
In the "no-drag" configuration J.W. two-speed (whether built using an
UltraCase or a stock GM case), just about every bushing in the original
design has been replaced with a needle bearing for reduced drag and
increased durability. Needle bearings also make less heat than stock
bearings.
Winters has engineered his aftermarket case without a standard bellhousing.
The stock GM glide was designed for GM exclusively. Since racers with
all brands of cars including Mopar, Ford, and even import are now using
'glides John Winters figured that there was no need to cast the case
with a bellhousing attached. Instead he came up with a better idea,
the UltraBell.
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| The various versions of the UltraBell that
are used in conjunction with the J.W.'s UltraCase (or any Powerglide,
once the bell has been removed) simply mount to the front pump with
the longer bolts provided. Precision CNC machining assures accurate
alignment of the engine and transmission. |
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