Engine/Transmission (1998.5 - 2002) The Gear Vendor (auxiliary transmission)

[J R Brooks]

Has anyone installed this unit. Our truck 2001 Quad Cab 2500 with 3.55 rear and auto transmission. J R

 

[The patriot]

I haven't, but with 3.55 you'll have a nice top end.
My truck is similar, at 75 mph I always wished for 1 more.

 

[cerberusiam]

Quite a few have done so. Not recommended if you tow, not the most robust unit in high TQ application, expensive to install and maintain, ROI is highly questionable. With 3.55's and an auto it is already under geared for its intended use.

 

[haywood801]

I have.
Ive gone through 4 of them. they break. My truck at the time was a 97 F350 with a P-Pump 24 valve. It wanst even radical.

The gear Vendor is more fit for a sports car. It cant hold back all the reverse torque going downhill on compression with a manual trans. Or backing up a large heavy trailer uphill without being in 4wd, etc.

they are very cool when they work.

Im still trying to sell mine. I took it out before it failed.

 

[damar]

I had the same problem. I solved the problem by changing out the rear end with Randy's ring and pinion 373 ratio in 2006. RPM is around 1900 (going from memory) at 63 mph. Local Dodge Dealer shop did the changeout. No problems yet and have about 70K since change. Parts cost 395.35 in 2006. Web site is www.ringpinion.com. Locations in Franklin, TN and Evert, WA. Phone number 1-800-347-1188.

 

[damar]

number change. New number is 866-631-0196 for Randy's ring & pinion.

 

[MikeH]

I have one in my '98 12 valve truck. It's an automatic with 4.10 gears. Installed it in 1998. Put 151,000 miles on it so far. Have towed a lot. Our last fiver was 13,500 loaded. Zero problems to date. I change the fluid about every 10K miles and clean the filter every other fluid change. Big disadvantage is, you cannot use an exhaust brake with it. Otherwise, one of the best upgrades I did to the truck. A stock 12 valve with 4.10 rear is no freeway flier.
MikeH

 

[Regcabguy]

My friend's got one in his 2007 5.9 G-56. He's got the Mopar exhaust brake also. GV's not recommended for use with one. He'd never do it again.
$4K installed. Ouch.

 

[Monstermaker]

I think if you're breaking GVs, you're doing something wrong. I have a '99 3500 with a Gear Vendors. My total loaded weight when my camper and trailer are on is over 22,000. I use an exhaust brake. I have injectors, a tuner, and a hard-hitting built trans with triple disc.
You just have to know what you're doing. The Gear Vendors is plenty stout in the forward direction, its only fragile under reverse torque. All you have to do is turn it off when exhaust braking, it isn't fragile under reverse torque when not activated. And why would you want to be in OD when trying to slow down on the exhaust brake anyway?
You probably won't be in OD when towing really heavy either, although sometimes I use mine loaded heavy on flat land. With 3.55 gears I can't see why you'd ever be going so fast with a big load to need it anyway.
Really I don't see why you'd want it with 3.55s. The Gear Vendors is a .79 OD, that would make your gearing effectively 2.80.
I have 4.10s, the GV brings me to 3.2 gears, much better for driving on the freeway empty. With 4.10s I'm at 2000 RPM at 60 MPH (stock size tires) and 1500 when I hit the GV.

 

[ESwartzer]

I've owned a gear vendors for about 3 years now and the only issue I've had is losing reverse gear, the cone clutch material was totally gone. Gear vendors gave me a brand new unit along with updated instructions for towing, the first set of instructions said nothing about the do's and don'ts of operation which is critical to longevity. The new booklet says that the GV must be disengaged when coming down grades, it absolutely cannot be used to help decelerate with or without an exhaust brake. So If you went through 4 units that is one of the reasons why. They can handle loads of power in forward gears, I have around 400 hp with my set up and it handles that easily, but they don't do as well in reverse and it has to do with hydraulic pressure holding the rear clutch tightly . In forward gears you can't even shift into GV until 20 mph when the pressure is high enough to keep the clutches from spinning. In reverse you don't have the speed and with that oil pressure to hold the clutch from spinning unless you back up at over 20 mph which is pretty hard to do when towing. They even recommend that when you are backing a trailer into a site or up and over a curb that you engage 4x4 which takes all the stress off of the reverse clutch. All that said It is a great addition to my truck and I wouldn't want to tow without it. There is a learning curve to be sure, but with the new instructions I've had no more problems!

 

[cerberusiam]

If actually tried to put 400 HP and the associated TQ thru the GV it would grenade itself in short order. It takes $$ to get an auto trans to hold that power level, the GV cannot come anywhere close. Doubtful you ever see over 250 HP thru the drive train and most of the time a lot less, even then it is so easy to destroy the GV it gives one pause.

A GV is a nice addition in very specific cases and towing is not one of them, too many do's and don'ts to justify the cost. They get destroyed because they are so finicky about so many things.

 

[Monstermaker]

That's simply not true.
Do you have one? Have you anything to support that claim?

Gear Vendors are used in drag racing, in motor homes, and in Dodge trucks that have tuners, injectors, and tow heavy like mine.
Its all about not subjecting it to reverse torque. And it isn't fragile in either direction when not engaged.

 

[cerberusiam]

How about GV 's own recommendations and the service centers experiences?

It is fragile under high load conditions, GV admits it, experience details it. Normal usage, about 3 years and it gets rebuilt. Hard usage, everyone tosses it after the 2nd rebuild. Sorry, that has been the experience of many.

 

[Monstermaker]

Link to GV saying this? Got any stories about people breaking them who weren't misusing them?
Mine has outlasted a few transmissions and an engine in my truck.
I have hot rodder buddies who subject theirs to ridiculous horsepower.

Most of the breakage stories all start our with "I was compression braking down a hill when... "
All you do is push the button, it disengages. Then you compression brake down the hill.

 

[PPineda]

I'm with the Monstermaker I have 2001 auto 3500 4:10s haved towed 32ft 5th wheel.And had also carried a Lance camper. No problems

 

[ESwartzer]

I have a hard time reading your rebuttal to my reply because it is asinine. I did spend over 5 grand to build my transmission with ddt's best torque converter and billet input and output shafts. Second point I have done many power upgrades only some of which are listed in my signature so how can you possibly make a statement as to my power level. Thirdly if you already detonated two GV units and think they are so bad why would you buy a third and a fourth. Your response smacks of so much BS.

 

[Monstermaker]

There's a guy who runs in Hot Rod's Drag Week series in a FIVE second Camaro that has somewhere approaching 4000 horsepower. He also runs in the 300 MPH zone in the flying mile. He runs two Gear Vendors ODs in series.
If you can stop breaking yours in your pickup truck, I'm going out on a limb and saying you're doing something wrong.

Edit: here's a link to the car
https://www.google.com/amp/www.hotr...street-car-with-tom-bailey/amp/?client=safari