Cruiseomatic
Defining Insanity
If you're looking to part with the idi core, let me know. Searching for one.
Second idi within a year. Got me a donor vehicle...
- Thread starter Mr Clickety Clackety
- Start date
Mr Clickety Clackety
Full Access Member
Where you located
you going to run it or sell it?
Mr Clickety Clackety
Full Access Member
I might clean it up and rebuild the trans. maybe rebuild the GVOD if that's a thing.
Would this be better than a zf 5?
Stronger?
Cruiseomatic
Defining Insanity
Houston, tx
it's debatable. here's what a buddy did to mime.
http://www.oilburners.net/threads/gv-carnage-very-ugly-pics.60778/
Mr Clickety Clackety
Full Access Member
Thats unfortunate indeed.
More than likely I'm going to sell the GVOD
Part of me wants to keep the t18 4 speed and rebuild it. I hear they are tanks.
if the truck runs, try checking out the GV for functionality before you pull it apart.
pelky350
Full Access Member
If I towed more often I would consider one, right now id just Be getting it just to play with essentially but I found one on my Craigslist attached to a t19 for 400 obo, maybe it's something to buy, clean up and sell for a bit more? I guess they cost 3000 new I went to the website to learn more lol
madpogue
Full Access Member
ZF5 would be _simpler_, fewer points of failure, more direct / "stock-like" driveline. If you really _need_ the gear splits, then the GVOD would be the choice.
'Course, you could... pun intended... split the difference and put the GVOD behind a ZF5 (well, with the TC in between). Hmm, deep thought... A GVOD behind a BW transfer case behind a ZF5 technically gives you 20 forward gear ratios....
'Course, you could... pun intended... split the difference and put the GVOD behind a ZF5 (well, with the TC in between). Hmm, deep thought... A GVOD behind a BW transfer case behind a ZF5 technically gives you 20 forward gear ratios....
Macrobb
Full Access Member
So, erm, with a T19, you typically have a higher ratio rear-end than with a 5-speed. Often 3.55 gearing with a T-19 vs 4.10 gearing with a 5-speed... which nets you the same top gear ratio, just with one less gear.
If you have a 3.55 rear end in your truck, don't worry about upgrading to a 5-speed. You can't really use 3.55+5-speed+GVOD effectively, unless you are going to be going like 85 everywhere... and even then, you'll probably not have the power to push it with that ratio.
4-speed + 3.55 + GVOD would give you a nice highway cruising gear.
If you have a 4.10(or higher) ratio rear end, a 5-speed makes sense, and the GVOD is nice for the extra highway economy and lower RPMs.
I mean... I haven't killed mine yet. I've done literally everything you shouldn't do, and it's still intact:
1. Put quite a bit of torque through it. 250 RWHP/450+ft-lbs of torque, with a gear multiplier of 2.37 in 2nd gear = over 1,000 ft-lbs of torque.
2. Ran it in OD in reverse a couple of times. Makes a weird grinding/clicking noise as you are /forcing/ the conical clutch to slip the entire time.
3. Left it in OD through a stop. I've done this dozens of times - Generally, it will stay engaged due to the previously built up pressure.
The only problem is wondering why it's taking off so slowly when in 2nd(because you are almost in 3rd).
4. Running 65 MPH with the transfer case in 4hi for some odd reason, thought the front hubs were unlocked and put it in OD. They weren't.
The truck kind of bucked and shuddered pretty badly until I disengaged it a couple of seconds later. Surprisingly nothing broke...
5. Towing in double-overdrive(5th + OD), going 70+. I've probably put 2-3K miles on my '88 doing that. I'm thinking the 'do not tow in double over' is probably more for the engine's sake than the GV, but...
6. Failing switch caused the GVOD to jump into and out of OD multiple times when going 60, with the drivetrain fully engaged. Engaging under load isn't bad, disengaging sounds like a shot.
If /I/ haven't killed it, I have to assume they are pretty hard to kill. Of course, proper lubrication is key - anything can be killed by running low on oil.
If you have a 3.55 rear end in your truck, don't worry about upgrading to a 5-speed. You can't really use 3.55+5-speed+GVOD effectively, unless you are going to be going like 85 everywhere... and even then, you'll probably not have the power to push it with that ratio.
4-speed + 3.55 + GVOD would give you a nice highway cruising gear.
If you have a 4.10(or higher) ratio rear end, a 5-speed makes sense, and the GVOD is nice for the extra highway economy and lower RPMs.
...Wow. That's impressive for sure.
I mean... I haven't killed mine yet. I've done literally everything you shouldn't do, and it's still intact:
1. Put quite a bit of torque through it. 250 RWHP/450+ft-lbs of torque, with a gear multiplier of 2.37 in 2nd gear = over 1,000 ft-lbs of torque.
2. Ran it in OD in reverse a couple of times. Makes a weird grinding/clicking noise as you are /forcing/ the conical clutch to slip the entire time.
3. Left it in OD through a stop. I've done this dozens of times - Generally, it will stay engaged due to the previously built up pressure.
The only problem is wondering why it's taking off so slowly when in 2nd(because you are almost in 3rd).
4. Running 65 MPH with the transfer case in 4hi for some odd reason, thought the front hubs were unlocked and put it in OD. They weren't.
The truck kind of bucked and shuddered pretty badly until I disengaged it a couple of seconds later. Surprisingly nothing broke...
5. Towing in double-overdrive(5th + OD), going 70+. I've probably put 2-3K miles on my '88 doing that. I'm thinking the 'do not tow in double over' is probably more for the engine's sake than the GV, but...
6. Failing switch caused the GVOD to jump into and out of OD multiple times when going 60, with the drivetrain fully engaged. Engaging under load isn't bad, disengaging sounds like a shot.
If /I/ haven't killed it, I have to assume they are pretty hard to kill. Of course, proper lubrication is key - anything can be killed by running low on oil.
Similar threads
- Locked
