Gear Vendors installed

[Guest00]

Took about 5 hrs to do the mechanical install. No big problems, a couple of small ones, ie: with a one piece out put shaft housing the snap ring acess is trickey.

Electrical was a fluster cluck. They sent the wrong scematic #ad
. Did not work right. Called em up and they asked what schematic I used?? I said the one they sent #ad
!!!! They said OH you got the wrong one!!!!! #ad
.

They faxed the correct one #ad
, now it is operating correctly. #ad

Electrical took about 3 hrs under the truck, auto takes longer: more wires. and under the dash took a couple as I had to relocate some other electronic toys and while I was smashed under the dash board I moved my turbo saver switch to the steering wheel cowl by the flasher button.
Will put it to work 4 - 18 and 5 - 12 when we take a couple trips to Las Vegas, NV.
Having a effective 3:80 ratio around town has improved acceleration some.
More later.
Still waiting for the salami slicer to arrive.

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2K, 2500, Quad, SB, 4x4, 3:54LSD, A/T, REESE 15k 5th slider, EASLEY BULL BAR, MAAP NERFS, BFG-TA's, 9000's,TORQUS MAXIMUS 505 lbft ECM, stealth DD2's, Bully Dog Boost & elbow, ISSPRO pyro, boost & transmission, Turbo Lifesaver, JARDINE 4", DTT VB,TC,TC SAVER and AUX COOLER, PAC BRAKE, MAG HYTECH TP& DC, AFE filter, GEAR VENDORS OD onboard. Taylor Wing on order
pullees:
#1 y2k ARTIC FOX 5th
#2 22' car hauler w/ 76 Pinto 392cid or 68 Cyclone GT Cobra Jet FB
NRA-LIFE, VFW-LIFE, SoCSA-LIFE, SASS

[This message has been edited by JNutter (edited 03-22-2001). ]

 

[JohnB]

No initial reports, driving, operation? Did you shorten your driveline or go one piece?

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01' 2500,SB, Club Cab, 5spd,3. 54 LS, Bright White, Camel Leather. Pillar mount boost & pyro, fuel presure guage, TST PM3 adjustable--2001 Sunnybrook 27' 5ver

 

[Guest00]

The sb has a one piece shaft. I had a new shaft made and kept the old one intact.
It has 2 modes of operation. 1- manual mode- on the autos you can lock out the Dodge od and it will automaticly shift from gear to GV od to the next gear to GV od not using the Dodge od. 2- automatic mode- It will shift into GV od when speed is up to 45 mph in 3rd then shift to 4th ( dodge od )and then 4th GV od ( double od, 75 mph @ about 1500 rpm ).
With the 505 ECM the powercomes in at 1500 and stays to 3400rpm instead of the ETC 2000 to 2800 rpm. with the lower power curve the effective 3. 8 final drive ratio does give faster rpm rise.
The GV shifts about as firm as my DTT custom ( spelled real firm shift ) modified 47RE using the GV recommended synth gear lube. You can use dead dino juice but they say it will shift hard.

The GV will automaticly disengage the GV od and lock it out when you go in to 4 wheel drive or engage the exhaust brake.

The operation is a little different on the standard trans,

------------------
2K, 2500, Quad, SB, 4x4, 3:54LSD, A/T, REESE 15k 5th slider, EASLEY BULL BAR, MAAP NERFS, BFG-TA's, 9000's,TORQUS MAXIMUS 505 lbft ECM, stealth DD2's, Bully Dog Boost & elbow, ISSPRO pyro, boost & transmission, Turbo Lifesaver, JARDINE 4", DTT VB,TC,TC SAVER and AUX COOLER, PAC BRAKE, MAG HYTECH TP& DC, AFE filter, GEAR VENDORS OD onboard. Taylor Wing on order
pullees:
#1 y2k ARTIC FOX 5th
#2 22' car hauler w/ 76 Pinto 392cid or 68 Cyclone GT Cobra Jet FB
NRA-LIFE, VFW-LIFE, SoCSA-LIFE, SASS



[This message has been edited by JNutter (edited 03-23-2001). ]

 

[Jumbo Jet]

I installed a GV on a 4x4 5spd. with 4. 10 gears. 5th gear was running about 2500rpm @ 75mph. Runs about 1900rpm at 75mph w/5th OD.

Didn't take near as long as JNUTTER took on the automatic to do the installation. Wiring took longer than mechanical. JNUTTER sent me some good gotcha's before I did mine.

The sales person at GV didn't get my truck info correct, or picker didn't read instruction correct. They sent me the wrong kit the first time.

Talked to Jordan at GV and he said I had the wrong kit. Sent another kit out and it was correct. Jordan wanted to know if I was doing the install over the weekend and then gave me his home phone number just in case I needed technical assistance.

All parts were correct in second kit and all wire lengths, etc. matched the vehicle perfectly.

I had a new drive shaft built also. Truck had a one piece drive shaft. Instructions tell you that you will take about 14" off your drive shaft but that it is good to install and then measure. Jordan said to seat yoke in GV unit, measure, and then deduct 5/8" - which I did - three times. Mine came out to being 13-7/8" shorter than the original.

With the 5spd. I essentially only have an 8 spd. OD engages at above 20 mph only. Disengages at 18 mph when slowing down for a stop.

4x4 lockout disables GV completely until a power off reset of the GV control box.

OD up shift is not even noticable. OD down shift clunks pretty hard but seems to be getting smoother. I used the $18/quart GM synthetic gear lube.

A JNUTTER note - be sure and have on hand a new snap ring if you are adding GV to the 4x4. I think I remember that being a 1-1/4" snap ring. A good pair of snap ring pliers is a must.

Several cautionary statements in manual about deceleration and engine braking.

I will be pulling trailer on a 2,200 mile trip in April. Should be interesting.

[This message has been edited by Jumbo Jet (edited 03-23-2001). ]

 

[Guest00]

Don't know what to think ??? direct lockup GV od is 200 rpm higher than 4th lockup, or to put it another way. 3rd lu GVod is 700 rpm lower than 3rd lu or 3rd lu GV od is the same rpm as 4th unlocked. 2125 GV od / 3rd lu @70 mph, 1900 4th / lu @70 mph, 2800 3rd /lu @70 mph>>>>>>>>>go figure ???????

Picked up 3. 5 mpg with the wing. now getting 11. 5 towing. Bug line on trailer is 1' from top and 10" on sides. DD2's have a problem, rough idle w/ some smoke and stalling at idle. Stared that stuff around San Angelo, Tx. I did not bring the back up DD1's or DD2's

[This message has been edited by JNutter (edited 04-01-2001). ]