idi tranny question
Cargo Master
Joined: Mar 2006
Posts: 2,789
Likes: 5
From: Sand GAp, KY
I had a np435 that had the real low first in my bronco whe nit was a gasser, I miss the manual and will fix that soon enough. As for the diesel swap I would go with the idi over the cummins. As star said it is nearly a drop in thing (change the mounts and the rad/coresupport). I would recommend useing the heavyer front end from a diesel rig though. The front coil and radius arm set up of the bronco will never hold up to the wieght of the diesel engine. The weaker 8.8 rear will also probably grenade under the the power of the diesel as well lol. Geuss you might want to find a donor truck and use it for everything you need. You can probably pick one up for less than what a cummin swap kit would cost.
Fleet Owner
Joined: Jul 2006
Posts: 20,360
Likes: 821
From: Mi'kma'ki
Whats old fashioned about the undeniably toughest there is and the gear vendor worhs great in a 4x4, at least it does in mine. Better than a zf5 or a E40D I have wat more gears to play with. And even using them hard the clutches will lasy as long as most trannies. You usually will have to replace the hydraulics though.
that comment was to get your attention only LOL.
4x4 while in OD = no go though.
Postmaster
Joined: Apr 2008
Posts: 4,802
Likes: 1
Star, you have a US Gear box man, not an Gear Vendors - the GV goes behind the t-case, so you can only split gears for the rear axle, meaning you can't use the thing in 4x4 mode. The US Gear unit tho goes between the main trans and the T-case and so you can split gears for both axles at the same time.
Postmaster
Joined: Apr 2008
Posts: 4,802
Likes: 1
You can't use a gearvendor in a bronco though and that is what the OP has.
Cargo Master
Joined: Mar 2006
Posts: 2,789
Likes: 5
From: Sand GAp, KY
The rear shaft in my Bronco is only about 29" lol. It is real hard on u-joints that short.With the lift that the heavy duty 3/4 ton suspension gave me it is even harder on them because of the extreme angle.
Post Fiend
Joined: Oct 2007
Posts: 10,501
Likes: 5
From: Faibanks Ak.
My gearvendor is on the back of the Tcase. And yes they are too long to use one in a bronco, Just not enough driveshaft.
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Lead Driver
Joined: Nov 2003
Posts: 6,900
Likes: 3
From: Campbell River, B.C.
Honestly I don't get caught between gears in my E4OD. The torque converter is a variable RPM power coupling and that helps bridge gaps between ratios. Weather its shifting up through the gears hard or gently, or settling into overdrive at 70 MPH, The RPM stays where I need it. See for yourselves:
YouTube - 6.9 IDI with 3.08 gears and E4OD
(up to 3:00 gives you the general idea)
It really comes down to a matter of preference at the end of the day but I honestly couldn't see the use of a gear splitter when you see how consistent the RPMs stay already in the above example. Another advantage of automatics is the turbo boost is carried over to the next gear improving acceleration under load.
YouTube - 6.9 IDI with 3.08 gears and E4OD
(up to 3:00 gives you the general idea)
It really comes down to a matter of preference at the end of the day but I honestly couldn't see the use of a gear splitter when you see how consistent the RPMs stay already in the above example. Another advantage of automatics is the turbo boost is carried over to the next gear improving acceleration under load.
Post Fiend
Joined: Oct 2007
Posts: 10,501
Likes: 5
From: Faibanks Ak.
With your gears David there would be no real advantage, except that you could run lower gears in the rear end and still be running low rpms on the road.
There is a member that has one behind his E40D and likes it.
On my Crew project I want to come up with a ZF6 and use a gv too, so I can still have my lower gears.
There is a member that has one behind his E40D and likes it.
On my Crew project I want to come up with a ZF6 and use a gv too, so I can still have my lower gears.
Postmaster
Joined: Apr 2008
Posts: 4,802
Likes: 1
Then you can't use it when you're 4x4, regardless of whether it's in low or high range 4x4 - what happens is your front driveshaft turns at the same speed as the T-case's rear output shaft, however when you engage the GV the rotational speed of the rear driveshaft gets reduced from what the transfer case puts out, so you end up with the front and rear axles turning at different speeds. That's the beauty of a US Gear auxiliary, it goes before the T-case so your front and rear axles are always turning at the same speed, regardless of what gear the main trans is and what range the auxiliary and the T-case are. Makes sense?
Do you have a high-angle driveshaft? You may wanna consider splurging for one, they ain't cheap but sometimes that's the only solution to the lift issues.
Do you have a high-angle driveshaft? You may wanna consider splurging for one, they ain't cheap but sometimes that's the only solution to the lift issues.
Post Fiend
Joined: Oct 2007
Posts: 10,501
Likes: 5
From: Faibanks Ak.
LCam I am aware of how it works. I have run it for several years, What I was referring to is they work great in a 4x4, no you can't run it while you are in 4X. I have mant highway miles in 4X and can run 70 without the gv so it is not a problem.
Lead Driver
Joined: Nov 2003
Posts: 6,900
Likes: 3
From: Campbell River, B.C.
With your gears David there would be no real advantage, except that you could run lower gears in the rear end and still be running low rpms on the road.
There is a member that has one behind his E40D and likes it.
On my Crew project I want to come up with a ZF6 and use a gv too, so I can still have my lower gears.
There is a member that has one behind his E40D and likes it.
On my Crew project I want to come up with a ZF6 and use a gv too, so I can still have my lower gears.
If there was such thing as a 7 speed manual transmission with good gear spread, was bullet proof, didn't require major mods to fit, and still had a respectable OD ratio, I would have considered it. Best setup I heard of so far was some one that had a cummins and some crazy HD tranny and auxiliary with double overdrive that could drive RPMs lower than me.
The 6 speed sounds like a nice setup but its not so easy to fit. Although now that I think about it, I wonder if a combination of a ZF6 and GV would possibly get around the problem of having to machine the tailshaft or loose the speedometer signal on cable equipped trucks. Although I think there are mechanical speedometer drive boxes that can convert a PIP signal to a usable cable speed.