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#1
03-05-2014, 11:06 AM
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Is anyone running a Gear Vendors overdrive?
When looking at gearing combinations and trans choice for my 64 GTO, Gear Vendors overdrive was brought up in my post in the 64-65 forum.
http://forums.maxperformanceinc.com/...d.php?t=748471 What I'm looking for is a Pontiac guy with actual experience with the GV overdrive who is running it behind a Muncie. I want to know what combination is being used- which engine, which trans, which ring gear, which GV over drive first gear and overdrive gear, rear tire diameter, and an honest review of how the combination is working. How is your first gear? Is it too low or just right?
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If someone else can design it, I can sure figure out how to fix it. |
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#2
03-05-2014, 11:38 AM
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I haven't heard of anyone running a gear vendors unit in some time.
I've long thought that a new set of Muncie (preferably straight cut) gears in which 3rd became 1:1, and 4th became an overdrive would be a better option for most of us; same shift pattern but maybe something more akin to the TH350 gears for first through third... subscribed for replies. 
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1970 Formula 400 Carousel Red paint on Black standard interior A no-engine, no-transmission, no-wheel option car. Quite likely one of few '70 Muncie three speed Formula 400's left. 1991 Grand Am: 14.4 @ 93.7mph (DA corrected) (retired DD, stock appearing) 2009 Cobalt SS: 13.9 @ 103mph (current DD; makes something north of 300hp & 350ft/lbs) |
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#3
03-07-2014, 03:15 AM
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I have a few friends that are running them behind automatics. I suspect their results would directly translate to manual transmissions. They played with splitting gears for the first few weeks, and then settled down to only using the overdrive in high gear. One is a high 11 second car that is driven everywhere and raced all the time, and the GV has performed perfect for many years.
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Mick Batson 1967 original owner Tyro Blue/black top 4-speed HO GTO with all the original parts stored safely away -- 1965 2+2 survivor AC auto -- 1965 Catalina Safari Wagon in progress. |
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#4
03-07-2014, 07:50 AM
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I've never heard a bad thing about GV, compared to the horror stories regarding 5 or 6 spd problems (bot necessarily mechanical, rather supply and support). Personally, I'm looking forward to putting a GV O/D in this year hopefully,
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 "GTO......Gas, Tires and Overdraft"! '70 GTO convertible, 434, 4-speed |
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#5
03-07-2014, 11:47 AM
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My friend put a GV in his 67 GTO, TH400, 4.11 rear. When it works, it works good, but it has jumped out of OD suddenly without reason while cruising on the freeway. It was trouble for a few years. One GV specialist after another working on it. Finally wired it up to a switch and it works fine.
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Paul Carter Carter Cryogenics www.cartercryo.com 520-409-7236 Koerner Racing Engines You killed it, We build it! 520-294-5758 64 GTO, under re-construction, 412 CID, also under construction. 87 S-10 Pickup, 321,000 miles 99Monte Carlo, 293,000 miles 86 Bronco, 218,000 miles |
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#6
03-07-2014, 12:53 PM
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Quote:
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'78 Macho T/A DKM#95, 460cid, SRP pistons, KRE 310 D ports, 3" pypes, Hooker 1 3/4" headers, hydraulic roller, 10" Continental, 3.42 gears 11.5 @117.5mph 3900lbs  ([_|_] ##\|/##[_|_]) |
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#7
03-07-2014, 02:39 PM
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It had some kind of controller for it normally.
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Paul Carter Carter Cryogenics www.cartercryo.com 520-409-7236 Koerner Racing Engines You killed it, We build it! 520-294-5758 64 GTO, under re-construction, 412 CID, also under construction. 87 S-10 Pickup, 321,000 miles 99Monte Carlo, 293,000 miles 86 Bronco, 218,000 miles |
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#8
03-07-2014, 02:50 PM
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I have been running one with a TH400 behind my 455 for a couple of years now. Very nice unit. I dont mess with any of the gear splitting nonsense (a 455 doesnt need it)
but it works great as a bulletproof overdrive. I burned up the first gear band about 3 times on a 2004r I had. This is in a 1966 Pontiac Tempest Custom wagon with a 3.42 gear, and 27.4 inch tires.
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#9
03-08-2014, 12:42 PM
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Now I'm curious, what were the problems with the controller, like did GV support replace the controller at any point?
Yeah, gear splitting is pointless IMO, just like trying to make a 2004R live behind a high torque application. I plan on doing a GV unit behind the TH400 in the clone, will be the final upgrade for that project (hopefully). I've done some homework on them, and believe in the instructions for care states that the fluid needs to be changed every 10k miles or something. But I haven't looked into lately, still have some time before I go for the upgrade. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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#10
03-08-2014, 10:48 PM
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The fluid chnage is very easy on this unit. You can do it while you are changing the engine oil, about every third oil change.
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#11
03-09-2014, 09:30 AM
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I would think you would be better served a 5 or 6 speed trans.
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#12
03-09-2014, 10:54 AM
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Quote:
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1978 Black & Gold T/A [complete 70 Ram Air III (carb to pan) PQ and 12 bolt], fully loaded, deluxe, WS6, T-Top car - 1972 Formula 455HO Ram Air numbers matching Julep Green - 1971 T/A 455, 320 CFM Eheads, RP cam, Doug's headers, Fuel injection, TKX 5 Spd. 12 Bolt 3.73, 4 wheel disc. All A/C cars |
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#13
03-09-2014, 11:29 AM
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I have no experience with the gear venders unit but met a guy at the GTOAA nats in Colorado a few years back that came down from Canada. He had a gear venders unit and said he wished he would have gone with a 5 spd unit as it would have cost him less?
Any way the only reason to go with the gear venders imo is if you absolutely will not cut up the cars floor. Still I would look into the ss700 unit or what ever it's called from Liberty.
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1969 GTO 4spd. Antique Gold/black, gold int. 1969 GTO RAIII 4spd. Verdoro Green/black, black int. 1969 GTO 4spd. Crystal Turquoise, black int. 1970 GTO 4spd VOE Pepper Green, green int. 1967 LeMans 428 Auto. Blue, black int. |
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#14
03-09-2014, 02:06 PM
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A 5 speed would be cheaper than a GV unit on a Muncie. You have to first go through the Muncie, make sure it's as beef as possible. (pointless to put a GV unit on a worn unit) A GV unit I believe is roughly the cost of a TKO-600 to begin with, to give an example.
It totally makes more sense to go with a TKO or other manual trans. Not sure a TKO will fit without cutting on a 1st gen A-body, but know a Richmond would. I too suggest calling liberty, see what your options are. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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