keisler vs gear vendors vs A&A TRANS vs TCI
#1217473
04/17/12 12:52 PM
04/17/12 12:52 PM
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CUDA8U
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which of these is the best bargain and easiest install for an auto overdrive trans.?
it seems most of them require you to butcher up your car to get them in.
Last edited by CUDA8U; 04/17/12 01:14 PM.
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217478
04/17/12 01:06 PM
04/17/12 01:06 PM
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DAYCLONA
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Quote:
i'm not worried about the cost,i don't want to start cutting up the car and Ford is a bad word here!
What's the concern about "cutting up" the car, if your going to modify the driveline, and you need to mod a floor, wether it be a few "bumps/dimples", to trimming off excess metal flanges,etc, or reshaping a hump slightly, what's the big deal?...the benefits of an OD, IMHO out weigh the "modification(s)" needed to install an OD transmission
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217479
04/17/12 01:06 PM
04/17/12 01:06 PM
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JohnRR
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Quote:
i'm not worried about the cost,i don't want to start cutting up the car and Ford is a bad word here!
Is the car an automatic or a stick ? Do you want an auto or a stick ?
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217481
04/17/12 01:10 PM
04/17/12 01:10 PM
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JohnRR
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Quote:
original post says auto overdrive
Ok , but you threw tremec in there and as far as I know tremec is a stick .
You are stuck with gear vendors if no cutting is requirement , you'll have to shorten the driveshaft and check the pinion angle.
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217482
04/17/12 01:16 PM
04/17/12 01:16 PM
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DaytonaTurbo
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I'm rebuilding and putting in a borg warner T56 6-speed manual trans. It will require me to cut the trans hump and torsion bar crossmember. However, look at my car. Does it honestly look like the type that anyone would ever care what I did?
If you absolutely want NO body mods, then consider a chevy 700R4 trans or the keisler auto/od which is a gm 4l60-e, basically an electronic version of the 700R4. It's smaller than the mopar overdrives of the same era, closer size wise to a 727. You will still have to mod other things like trans cooler lines, driveshaft, kickdown, shifter, etc but nothing permanent.
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: DAYCLONA]
#1217483
04/17/12 01:16 PM
04/17/12 01:16 PM
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Fury Fan
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Quote:
What's the concern about "cutting up" the car, if your going to modify the driveline, and you need to mod a floor, wether it be a few "bumps/dimples", to trimming off excess metal flanges,etc, or reshaping a hump slightly, what's the big deal?...the benefits of an OD, IMHO out weigh the "modification(s)" needed to install an OD transmission
True, but aren't the GM/Keisler units a better fit compared to a GV or 518?
EDIT - Daytonaturbo answered that...
Last edited by Fury Fan; 04/17/12 01:21 PM.
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217485
04/17/12 01:26 PM
04/17/12 01:26 PM
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Joined: Jan 2003
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JohnRR
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Quote:
I see in the Keisler ad on moparts they are advertising a perfect fit trans coming soon.
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: JohnRR]
#1217486
04/17/12 01:29 PM
04/17/12 01:29 PM
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DAYCLONA
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Quote:
Quote:
original post says auto overdrive
You are stuck with gear vendors if no cutting is requirement , you'll have to shorten the driveshaft and check the pinion angle.
The Keisler Auto4 does not require "cutting" either, I've done both the Gear Vendors and the Keisler in the 70-4 B/E application, the GV will reqire some massaging of the floor/tunnel with a hammer, esp if using one of the earlier (pre2008) units, both require a new driveshaft,...the OP car IIRC is a 70 Challenger 440, so if Keisler is your choice, I'd opt for the stage 3 Auto4....the GV will set you back $3k...the Keisler, depending on your choice of Stage level, and electronic options will set you back $4500-$5K, but your getting a complete transmission, driveshaft, shift control, Thottle valve cable, crossmember, transmission mount, reprogramming kit for your stock shifter, shift cable, speedometer cable, transmission lines, torque converter, flex plate,and assorted other componets for installation...and it is a "bolt-in" application...
The GV is a tailshaft adapter, the OD unit, an auto control module,...you disasemble/adapt and install to your existing transmission, the driveshaft is on you
Both are good units, the choice is what you want to spend, the Keisler is .70 OD finial ratio, the GV is .78 OD finial ratio,...but the Keisler has the ability from dash control to alter shift points, and shift firmness thru out the range, the GV is either on or off, or you can drive in "auto" mode, and the unit will shift on/off at preset speed ranges....
Mike
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: CUDA8U]
#1217488
04/17/12 01:37 PM
04/17/12 01:37 PM
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DAYCLONA
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Quote:
thanks, I'm definately leaning toward the Keisler.I'm going to call them and get a quote.
I'd recommend that you ask for Jeff ext 210
Keislers toll free line is 1 888 609 0094...also 1 865 609 8187
Mike
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: DAYCLONA]
#1217490
04/17/12 11:47 PM
04/17/12 11:47 PM
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Joined: Jan 2008
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ramman5600
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Quote:
Quote:
thanks, I'm definately leaning toward the Keisler.I'm going to call them and get a quote.
I'd recommend that you ask for Jeff ext 210
Keislers toll free line is 1 888 609 0094...also 1 865 609 8187
Mike
Not sure how much of rush you are in, but I was contemplating this very question and thought I was going to go the keisler route, but wound up going with another company and their 4l60e "kit". It is not exactly the same as the keisler setup (uses an adapter setup instead of a "custom" bell housing), but they are the ones who actually build the converter and trans and use the best controller instead of out-sourced pieces {not saying that is an issue, just my preference to have the builder be the seller in this case). They don't provide a driveshaft, but I can get a custom shaft local - fairly reasonable. The shop is doing the work currently and hope to have everything up and running soon. I can let you know how it goes if interested. On a side note I have not dealt with any company that has had as good customer service as the one I went with. PM me if you are interested as I am not trying to upset any of the current advertisers.
-C
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: ramman5600]
#1217491
04/18/12 12:13 PM
04/18/12 12:13 PM
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Joined: Jan 2003
Posts: 14,610 Not2farfromNashville, TN
Rug_Trucker
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Will a GV from a Volvo swap on to our trannies?
"The only thing to do for triumph of evil is for good men to do nothing"
"NUNQUAM NON PARATUS!"
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Re: tremec vs keisler vs gear vendors vs A&A TRANS vs TCI
[Re: Rug_Trucker]
#1217492
04/18/12 12:46 PM
04/18/12 12:46 PM
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dogdays
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Here is the wikipedia writeup on the overdrive unit that started out as the Laycock de Normanville overdrive and ended as the GearVendors. Funny how it has changed little in design since it was first used in British cars with tiny four and six cylinder engines. And Rug, if you have a machine shop you can adapt one of those from a Volvo onto anything that moves. You just have to want to bad enough, kind of like putting a big block chevy into a VW. It's not just a "swap".
From Wikipedia: "The vast majority of overdrives in European cars were manufactured by an English company called Laycock de Normanville (later GKN Laycock), at its Little London Road site in Sheffield, which is now demolished and remanufactured in the UK by an ex-Laycock de Normanville employee trading as Overdrive Spares.[2] The system was devised by a Briton, named Captain Edgar J de Normanville (1884–1968),[3] through a chance meeting with a Laycock Products Engineer. De Normanville overdrives were found in vehicles manufactured by Ford, British Leyland, Jaguar, Rootes Group and Volvo to name a few. Another British company, the former aircraft builder Fairey, built a successful all-mechanical unit for the Land Rover, which is still in production in America today.
The first production vehicle to feature the Laycock system was the 1948 Standard Vanguard Saloon. The first unit to be created was the A-type overdrive, this was fitted to many sports cars during the 1950s. Several famous marques used A-type overdrives, including Jaguar, Aston Martin, Ferrari, Austin-Healey, Jensen, Bristol, AC and Armstrong Siddeley. Later the A-type overdrive was to be fitted to the entire range of TR cars.
In 1959, the Laycock Engineering Company introduced the D-type overdrive, which was fitted to a variety of motor cars including Volvo 120 and 1800s, Sunbeam Alpines and Rapiers, Triumph Spitfires, and also 1962-1967 MGBs (those with 3-synchro transmissions).
From 1967 the LH-type overdrive was introduced, and this featured in a variety of models, including 1968-1980 MGBs, the MGC, the Ford Zephyr, early Reliant Scimitars, TVRs, and Gilberns.
The J-type overdrive was introduced in the early 1970s, and was adapted to fit Volvo, Triumph, Vauxhall/Opel, American Motors and Chrysler motorcars, and Ford Transit vans.
The P-type overdrive marked the last updates and included both a Gear Vendors U.S. version and a Volvo version. The Volvo version kept the same package size as the J-type but with the updated 18 element freewheel and stronger splines through the planet carrier. The Gear Vendors U.S. version uses a larger 1.375 outer diameter output shaft for higher capacity and a longer rear case.
Over a period of 40 years, Laycock Engineering manufactured over three and a half million overdrive Units, and over one million of these were fitted to Volvo motorcars.
In 2008 the U.S. company Gear Vendors, Inc.[4] of El Cajon, California purchased all the overdrive assets of GKN to continue production of the U.S. version and all spares for J and P types worldwide.
The system features an oil pressure operated device attached to the back of the standard gearbox operating on the gearbox output shaft. Through a system of oil pressure, solenoids and pistons, the overdrive would drop the revs on whatever gears it was used on by 22%. For instance, the overdrive system applied to a Triumph TR5 operates on 2nd, 3rd and top gear. When engaged, the overdrive would drop the revs by approximately 450 RPM. The advantages this had on fuel consumption was quite marked over long distances." End quote.
R.
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