Fredrick

IP: 65.186.94.70

Mar 22, 08 - 9:28 PM

Attaching a Gear Vendors overdrive

Just putting this out there - has any one attempted to install the Gear Vendors overdrive unit on either a 727 or 908/998 in the Gremlin/Hornet?? If so, were there any tunnel interference problems??
I am stronly considering going with one of these on my 727 and/or 998, so long as no MAJOR hammering must take place.

Thanks in advance for your answers

Fred

Gremil

IP: 72.26.17.114

Mar 28th, 2008 - 9:56 AM

Re: Attaching a Gear Vendors overdrive

I'd be curious about this myself. I know they put these on some heavy vehicles to lower RPMs and improve mileage at highway speeds. I have a large Step Van for my business that is geared low and real zippy around town. But it's a lean, mean, gas-slurping machine on the highway. I was considering this to improve the mileage on that thing.

If those aren't too heavy they could take a car with a low gear, like for drag racing, and make it tolerable for highway use too. Doesn't the manufacturer have details on dimensions to help you determine clearance issues?

Fredrick

IP: 65.186.94.70

Apr 9th, 2008 - 7:57 AM

Re: Attaching a Gear Vendors overdrive

http://www.gearvendors.com/operationtips.html
http://www.gearvendors.com/install.html

Part #3DFS904A
Automatic 3-Speed 904

Lot of money - $2695 - but it does save gas and engine life - and if it would fit, a much simpler installation than a 700R4.

I guess an alternative would be to use the A500 (see below) from a Jeep Gr Cher. I6, if it would fit, and you had a way to control the electronics with some aftermarket controller. Below is some trans info on it and others from a Chrysler POV:

A904
For standard-duty applications in smaller and lighter vehicles with Slant-6 or small V8 engines, with relatively modest torque and a compact case, the A904 (later 30RH) was introduced in 1960. This transmission used a 10.75 in (273 mm) torque converter. There was also a "Baby" case version of this transmission used in Dodge Colt/Plymouth Champ imports(made by Mitsubishi in Japan), these used a 10 in torque converter.

A998/A999
The A998/A999 (later 31RH, 32RH, respectively) was a heavier-duty, wide-ratio version of the small-frame A904 transmission, for use with medium-power V8 engines and the more powerful 3.9L truck engine that replaced the slant six.

The 904 was equipped with three direct friction plates, the 998 had four, and the 999 came with either four or five.

These automatics had lower gear ratios to allow the lower powered engines offered from Chrysler a mechanical advantage over the more powerful ones.

A500
The A500, later 40RH/42RH (hydraulic) and 40RE/42RE (electronic), was an A904 derivative used in trucks and vans. Introduced in the 1989 model year on a limited basis, it was the first light-duty Chrysler four-speed automatic and was found behind the 3.9L and 5.2L engines for light duty purposes. A tailshaft overdrive unit was bolted to the rear of the case to provide a total of four forward speeds. It has a GCVW of 7800 lb (3540 kg). Was replaced by the 42RLE in 2004

Gear ratios:

1 2 3 4 R
2.74 1.54 1.00 0.69 2.21

Applications:

1989-2001 Dodge Ram pickup 150/1500 V6/V8(2WD)
1989-2003 Dodge Ram Van B150/B250 V6/V8
1989-2003 Dodge Dakota V6
1993-2004 Jeep Grand Cherokee I6 (actually used a beefier version called the 44RE)

to be continued. . .

Fredrick

Gremil

IP: 72.26.17.114

Apr 9th, 2008 - 4:25 PM

Re: Attaching a Gear Vendors overdrive

If the A500 could be bolted up and utilize all the connections it would be a great choice. But I don't know enough about this transmission. Did it have an electronic control that used telemetry from the engine to shift? Most of us have a problem incorporating new technology into our simple engines.

There's also that idea of bolting the engine/transmission combo from a newer computer controlled car into a Gremlin. Problem is our dashboards/speedometers don't have the integration for these systems for the warning lights and controls. Problems, problems! But not impossible.

Maybe that gearbox behind the transmission isn't such a bad idea after all!

Scott in Bakersfield

IP: 207.200.116.68

Apr 10th, 2008 - 2:16 PM

Re: Attaching a Gear Vendors overdrive

Fred is right - the GV unit is expensive, but in the long run it is easier to sue than bolting on an AOD from Mopar or Chevy.

To use one of the factory units you need to use the factory computer to make it work, as well as a different gear selector, etc. The GV unit installs on the back, comes with its own electronics, and only requires the addition of a button on your dash or shifter.

With both you will need to modify your trans tunnel on the floorboard.

The factory units are far cheaper to obtain from a junkyard. Many of the transmissions Fred listed can be found in wrecked vans and trucks. Price and the ability to fabricate is the bottom-line factor.

Good luck.

fredrick

IP: 75.180.27.221

Apr 10th, 2008 - 10:46 PM

Re: Attaching a Gear Vendors overdrive

Just a couple other thoughts on this - this could be fiction, but I have read that the 93-94 or 95 Jeep Gr Ch. used the hydraulic version A500 aka 42RH. If this is true, no electronic control is needed. There must be some snafu to this because I have never heard of anyone using that 42Rh trans in any AMC application, but am getting interested in further investigation. Beyond this, as far as tunnel space is concerned (and I checked my 76 serv man to verify) the I6 using a 150T 3 sp manual xmission did have available an overdrive which bolted to the rear - however, both units together still resided forward of the trans xmember - however, there had to be sufficient tunnel clearance to even allow this - so maybe hope for the Gear Vendors unit, even though it would be 9 or 10 inches behind the xmember. Interestingly, the Gear Vendors unit and the AMC OD unit are of the same DeNormanville design.

Fred

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Fredrick IP: 65.186.94.70 Mar 22, 08 - 9:28 PM	Attaching a Gear Vendors overdrive Just putting this out there - has any one attempted to install the Gear Vendors overdrive unit on either a 727 or 908/998 in the Gremlin/Hornet?? If so, were there any tunnel interference problems?? I am stronly considering going with one of these on my 727 and/or 998, so long as no MAJOR hammering must take place. Thanks in advance for your answers Fred
Gremil IP: 72.26.17.114 Mar 28th, 2008 - 9:56 AM	Re: Attaching a Gear Vendors overdrive I'd be curious about this myself. I know they put these on some heavy vehicles to lower RPMs and improve mileage at highway speeds. I have a large Step Van for my business that is geared low and real zippy around town. But it's a lean, mean, gas-slurping machine on the highway. I was considering this to improve the mileage on that thing. If those aren't too heavy they could take a car with a low gear, like for drag racing, and make it tolerable for highway use too. Doesn't the manufacturer have details on dimensions to help you determine clearance issues? Email: artnesmith@gmail.com
Fredrick IP: 65.186.94.70 Apr 9th, 2008 - 7:57 AM	Re: Attaching a Gear Vendors overdrive http://www.gearvendors.com/operationtips.html http://www.gearvendors.com/install.html Part #3DFS904A Automatic 3-Speed 904 Lot of money - $2695 - but it does save gas and engine life - and if it would fit, a much simpler installation than a 700R4. I guess an alternative would be to use the A500 (see below) from a Jeep Gr Cher. I6, if it would fit, and you had a way to control the electronics with some aftermarket controller. Below is some trans info on it and others from a Chrysler POV: A904 For standard-duty applications in smaller and lighter vehicles with Slant-6 or small V8 engines, with relatively modest torque and a compact case, the A904 (later 30RH) was introduced in 1960. This transmission used a 10.75 in (273 mm) torque converter. There was also a "Baby" case version of this transmission used in Dodge Colt/Plymouth Champ imports(made by Mitsubishi in Japan), these used a 10 in torque converter. A998/A999 The A998/A999 (later 31RH, 32RH, respectively) was a heavier-duty, wide-ratio version of the small-frame A904 transmission, for use with medium-power V8 engines and the more powerful 3.9L truck engine that replaced the slant six. The 904 was equipped with three direct friction plates, the 998 had four, and the 999 came with either four or five. These automatics had lower gear ratios to allow the lower powered engines offered from Chrysler a mechanical advantage over the more powerful ones. A500 The A500, later 40RH/42RH (hydraulic) and 40RE/42RE (electronic), was an A904 derivative used in trucks and vans. Introduced in the 1989 model year on a limited basis, it was the first light-duty Chrysler four-speed automatic and was found behind the 3.9L and 5.2L engines for light duty purposes. A tailshaft overdrive unit was bolted to the rear of the case to provide a total of four forward speeds. It has a GCVW of 7800 lb (3540 kg). Was replaced by the 42RLE in 2004 Gear ratios: 1 2 3 4 R 2.74 1.54 1.00 0.69 2.21 Applications: 1989-2001 Dodge Ram pickup 150/1500 V6/V8(2WD) 1989-2003 Dodge Ram Van B150/B250 V6/V8 1989-2003 Dodge Dakota V6 1993-2004 Jeep Grand Cherokee I6 (actually used a beefier version called the 44RE) to be continued. . . Fredrick
Gremil IP: 72.26.17.114 Apr 9th, 2008 - 4:25 PM	Re: Attaching a Gear Vendors overdrive If the A500 could be bolted up and utilize all the connections it would be a great choice. But I don't know enough about this transmission. Did it have an electronic control that used telemetry from the engine to shift? Most of us have a problem incorporating new technology into our simple engines. There's also that idea of bolting the engine/transmission combo from a newer computer controlled car into a Gremlin. Problem is our dashboards/speedometers don't have the integration for these systems for the warning lights and controls. Problems, problems! But not impossible. Maybe that gearbox behind the transmission isn't such a bad idea after all! Email: artnesmith@gmail.com
Scott in Bakersfield IP: 207.200.116.68 Apr 10th, 2008 - 2:16 PM	Re: Attaching a Gear Vendors overdrive Fred is right - the GV unit is expensive, but in the long run it is easier to sue than bolting on an AOD from Mopar or Chevy. To use one of the factory units you need to use the factory computer to make it work, as well as a different gear selector, etc. The GV unit installs on the back, comes with its own electronics, and only requires the addition of a button on your dash or shifter. With both you will need to modify your trans tunnel on the floorboard. The factory units are far cheaper to obtain from a junkyard. Many of the transmissions Fred listed can be found in wrecked vans and trucks. Price and the ability to fabricate is the bottom-line factor. Good luck. Email: WascoRev@bak.rr.com
fredrick IP: 75.180.27.221 Apr 10th, 2008 - 10:46 PM	Re: Attaching a Gear Vendors overdrive Just a couple other thoughts on this - this could be fiction, but I have read that the 93-94 or 95 Jeep Gr Ch. used the hydraulic version A500 aka 42RH. If this is true, no electronic control is needed. There must be some snafu to this because I have never heard of anyone using that 42Rh trans in any AMC application, but am getting interested in further investigation. Beyond this, as far as tunnel space is concerned (and I checked my 76 serv man to verify) the I6 using a 150T 3 sp manual xmission did have available an overdrive which bolted to the rear - however, both units together still resided forward of the trans xmember - however, there had to be sufficient tunnel clearance to even allow this - so maybe hope for the Gear Vendors unit, even though it would be 9 or 10 inches behind the xmember. Interestingly, the Gear Vendors unit and the AMC OD unit are of the same DeNormanville design. Fred