Gear Vendors?
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Gear Vendors?
Anyone ever used one of their under overdrive units? They make one for our trucks even 4wd. Seems that it would help fuel mileage and eventually pay for itself if you keep it long enough. Anyone have any experience with these they have always looked interesting.
Postmaster
Joined: Jun 2007
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From: Sweetwater Texas
I had one on an 88 F250 7.3 with a C6 auto, it helped out pretty good. I dont know how much it would help out our trucks bein is they already have an OD, but I could see it helpin if you spent alot of time just cruising on flat highways.
Fleet Owner
Joined: Jun 2004
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From: Rio Rico, AZ.
I thought the Gear vendor unit only worked in 2wd since it is mounted aft of the tail shaft.
US Gear used to sell a unit that mounted in between the trans and the transfer case, but they no longer offer that. Sucks, because I was saving up for one and then I found out it had been discontinued.
US Gear used to sell a unit that mounted in between the trans and the transfer case, but they no longer offer that. Sucks, because I was saving up for one and then I found out it had been discontinued.
Postmaster
Joined: Jun 2007
Posts: 2,621
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From: Sweetwater Texas
Just double checked, Gearvendors still offers a system for 4x4's. I'm sure it would work great as long as the land is pretty flat and you aren't hauling alot. The last article I read on the GearVendors setup (Diesel Power Mag-- Critical Duty truck), they said you can't use double OD when pulling hills and heavy loads due to the harmonics of the low RPM's and torque harmoics of a diesel.
However you could still use it pulling, put disengaging OD on the tranny and using the GV for your OD, being is the GV unit is much stronger than the OD on an automic
However you could still use it pulling, put disengaging OD on the tranny and using the GV for your OD, being is the GV unit is much stronger than the OD on an automic
Fleet Owner
Joined: Jun 2004
Posts: 25,090
Likes: 1,112
From: Rio Rico, AZ.
Just double checked, Gearvendors still offers a system for 4x4's. I'm sure it would work great as long as the land is pretty flat and you aren't hauling alot. The last article I read on the GearVendors setup (Diesel Power Mag-- Critical Duty truck), they said you can't use double OD when pulling hills and heavy loads due to the harmonics of the low RPM's and torque harmoics of a diesel.
However you could still use it pulling, put disengaging OD on the tranny and using the GV for your OD, being is the GV unit is much stronger than the OD on an automic
However you could still use it pulling, put disengaging OD on the tranny and using the GV for your OD, being is the GV unit is much stronger than the OD on an automic
With a 4:88 axle, I want to double up on the OD for some good mileage.
Postmaster
Joined: Jun 2007
Posts: 2,621
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From: Sweetwater Texas
With a 4.88 you'd be ok, because your pre-rearend drive line would still be a higher RPM, basically the only thing you can't due to it is "lug" it. Thats when you run into problems.
I could see a GV helping you out big time with your axle ratio, but if someone like me with 3.73's ran one in double OD I would be turning less than 1400 to run 70, and so if I pulled a hill with a large load and my speed dropped and I was only running 1000 rpm, then the whole driveline would be getting a huge amount of torque harmonics.
The GV in my 88 F250 7.3 IDI C6 4.10, was the only thing that made it driveable. Without it, it would turn 3K just to run 70, and it pulled like crap. Acceleration was terrible due to the large gap between the 3 gears, however, with the GV I could actually run 70 and pulling large loads up hills was much easier due to having a 1.5 gear and a 2.5 gear.
If I was running a super low rearend I would get one, however, I'm not sold that the benefits would be worth the cost for a near stock mid ratio (3.55's or 3.73s) application, unless I was driving long distances on flat interstates.
I could see a GV helping you out big time with your axle ratio, but if someone like me with 3.73's ran one in double OD I would be turning less than 1400 to run 70, and so if I pulled a hill with a large load and my speed dropped and I was only running 1000 rpm, then the whole driveline would be getting a huge amount of torque harmonics.
The GV in my 88 F250 7.3 IDI C6 4.10, was the only thing that made it driveable. Without it, it would turn 3K just to run 70, and it pulled like crap. Acceleration was terrible due to the large gap between the 3 gears, however, with the GV I could actually run 70 and pulling large loads up hills was much easier due to having a 1.5 gear and a 2.5 gear.
If I was running a super low rearend I would get one, however, I'm not sold that the benefits would be worth the cost for a near stock mid ratio (3.55's or 3.73s) application, unless I was driving long distances on flat interstates.
Postmaster
Joined: Jul 2006
Posts: 3,754
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From: Indianapolis
I'd like one myself, but the ysay you can't use it above a certain GVW IIRC, and I'd like to use it when I gross 30k, but that would put my rpm down around 11-1300 or so, not sure how good that would be for the driveline with pulling all that weight....
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Lead Driver
Joined: Sep 2005
Posts: 9,399
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From: Norco,CA
You know Barney had a article on this. He worked for a installer of the unit I believe long ago. If I remember right they will pull the loads but could blow like going down hill because they are not made to carry the weight that way. You'll have to look it up or PM him. I'm sure he'll help. One other thing, they slam into gear when you ingauge them. I myself really don't like that.
Chet
Chet
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Joined: Jan 2006
Posts: 687
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From: Lake Charles, LA
I am interested in this topic. As ive mentioned before, my dad recently got a f550 with the 4.88s and i just stumbled across this gear vendors just this week so i hope anyone that has experience with this unit will please post up any info. It will be appreciated.
Fleet Owner
Joined: Jun 2004
Posts: 25,090
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From: Rio Rico, AZ.
I don't have any doubt that one could get a GV to work.
Just have to be careful with it.
NO deceloration loads on it while it's engaged, so if you are pulling a mountain pass with your travel trailer behind you, you have to switch it off on the downhill side and listen to the engine rev.
I guess that's not such a bad thing if you are using an exhaust brake.
Hmmmmm.......
Just have to be careful with it.
NO deceloration loads on it while it's engaged, so if you are pulling a mountain pass with your travel trailer behind you, you have to switch it off on the downhill side and listen to the engine rev.
I guess that's not such a bad thing if you are using an exhaust brake.
Hmmmmm.......
Postmaster
Joined: Jun 2007
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From: Sweetwater Texas
Disengaging a GV on downgrades isnt as bad as it sounds. I mounted an old school headlight dimmer switch on the floorboard of my 88, so when it came time to descend a large hill, I didnt have to movr my hands, I could just tap the switch with my foot. If I drove alot of miles with a truck with a low rearend I would get another one in a second.
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