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Update:DONE -GearVendor in my 1969 Charger Daytona.. #892386
12/31/10 01:33 PM
12/31/10 01:33 PM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Houston, Tx
Hey gang..
As most of you know, I chose the GearVendor option for an overdrive system for my Daytona. Well, I began the installation process and would like to document my experiences.

Vehicle: 1969 Charger Daytona
Tranny: 727 Torqueflite
Differential: 9.75 Dana (4.10)
GV unit: Model 3D0727

1. Here's the basic/components I received with the kit



1. Raise/secure vehicle and remove driveshaft




2. Position jack/support under transmission. I used the tranny pan with a scissor jack with a block of wood



3. Remove tranny rubber insulator and crossmember ( I didn't remove insulator from crossmember)



4. Place drain pan under tranny and remove inspection plate that covers tranny housing snap-ring



5. Disconnect/remove trannyspeedo gear assembly from tailshaft housing



6. Remove six bolts securing tailhousing to transmission



7. Use snap-ring pliers to spread snap-ring while pulling tailshaft housing off.



8. Clean gasket surface on tranny



9. Remove original lock pawl assembly out of original tailshaft housing and install into new GV tailshaft housing. Also remove the snap-ring and install it into the new GV unit.





10. Install GV tailshaft housing onto tranny tailshaft. I utilized two exhaust manifold studs to hold the new gasket in place to help with the GV tailshaft housing installation. Worked out great. Once a couple of the original bolts are installed, you can remove the studs.




11. On my Daytona, there was a TTI exhaust system. The center h-pipe clamp was positioned with the nuts towards the back. This created a forward movement obstruction for the tailshaft housing. Simple solution was to reverse the clamp.





12. Install snap-ring cover gasket, cover and crossmember. Also, in my case with a center console, install the shifter rod bracket.




13. Verify the coupler is seated fully forward touching the tailshaft. Lightly grease the outside of the coupler, bushing, seal then slip the coupler back into the tailshaft housing. There shouldn't be any binding. The coupler is positioned in the housing for shipping purposes. Adjust the end play. I accomplished this by utilizing a straight edge, slipped two of the numerous supplied shims between the coupler and straight edge and then taking a measurement. I ended up with .013 clearance. The tech at GearVendor told me this was a proper technique and have a tolerance between 0 - 0.15. Do not place grease in the coupler to hold shims when reinstalling. This will compromise the end play reading. The shims are to be installed into the coupler on the tailshaft side, not the overdrive unit side.



14. Unfortunately, the clearance issue that "supposedly" was fixed, isn't. The speedo assembly typically was the culprit, but this, for me, was an issue of the overdrive housing. So, yes, I "made" room. I took my pickle fork since it has a solid round handle and use it with a sledgehammer to curve the floor pan inwards. It worked out great I do have to say. It made a nice smooth modification. The white grease pencil markings are the areas that were touched by the overdrive unit. I also ground down the two areas of the overdrive unit that touched the floorpan. I basically rounded down the peaks of the unit.






15. Install overdrive gasket with lettering facing tailshaft housing.



16. Slide yoke onto shaft of overdrive unit and then position unit onto housing.







17. Secure overdrive unit with the eight 1/4 20-inch locknuts/washers

18. Install supplied speedometer cable adaptor.



19. Install signal generator to cable adaptor then vehicle's original speedometer cable to signal generator.



20. I used a cable loop to secure the speedo-adpator and solenoid harness. Had to do this to keep wires away from h-pipe.



21. Driveshaft modification. Based on the dimensions, I had to shorten my driveshaft 14". I used on of my spare driveshafts, but unfortunately, the inner diameter (ID) of the driveshaft won't facilitate the installation/welding of the foreard yoke. This yoke was to be a match for the GV supplied driveshaft tranny yoke. So, I had to have the driveshaft service company make one from scratch. This will probably be the case for most Mopar driveshaft modifications. I got new u-joints and the assembly high-speed balanced. Brought it home, but unfortunately, the dang thing was about an 1" too long !!!! So, I'll have to take it back Monday.. Bummer, I was hoping to have it installed this weekend.

21a. original driveshaft measurement. I used a spare 727 I had for the measurements with my original driveshaft. Length to centerline of u-joint (21.5")




21b. GV complete unit (35.5")




21c. At the shop




21d. About an inch too long.. :'(



22. I mounted the electronics behind the kick panel. It fit rather nicely to be honest.



23. I decided I didn't want to permanently mount the selector switch and status light. I made a plate and attached it to the vent box under the dash. That way, the velco adhesive wouldn't be on the vent box. From what I gather, most driving will be in the "auto" mode, so there will not be a need to change the selection switch numerous times.



24. Here's the kickpanel back on. Would never know the electronic autodrive control box is back there. Also, the wire you see is the foot switch. Instead of mounting it on the floor, I'm going to place a toggle switch inconspicuously under the dash.



What I have to do now is fill up the overdrive unit with Dexron II ATF. Never use synthetic or additives. After that, replace the exhaust flange-to-manifold gaskets and get the driveshaft fixed.. After which, test drive time..........

Update: Jan.07, 2011


25. OK, got the driveshaft back from the shop. The dimension they needed was 40" from GV overdrive unit output seal to forward most portion of the yoke going into the differential.



26. Next is filling up the GV unit with Gear Lube. Here is the access/fill hole.




27. Here I'm finishing up with the fluid.
Edit: GV's update on fluid is either GM# 12346190, or Mopar #0487-4459, I will update the picture........ I used the Mopar brand. It is Gear Lube, clear



28. Pump works pretty good - The ATF was installed, then removed when I discovered through and GV update I needed to use the previously mentioned Mopar Gear Lube


I'll continue this later on this weekend, I have Guard Duty this weekend, so won't be able to mess around with it much...

Hope this helps anyone in the future with a GV install. Update: Jan.07, 2011

Last edited by hemi68charger; 01/20/11 12:24 AM.
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892387
12/31/10 01:53 PM
12/31/10 01:53 PM
Joined: Jan 2004
Posts: 1,248
North Carolina
4
469runner Offline
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469runner  Offline
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Awesome documentation. Thanks for posting as I am considering doing the same to my 1970 Roadrunner.

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892388
12/31/10 02:45 PM
12/31/10 02:45 PM
Joined: Jan 2003
Posts: 5,135
Kingsburg Calif.
Quikshft Offline
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Step 25....Pack up and save all original parts.

Nice pictorial, thanks for posting.

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: Quikshft] #892389
12/31/10 02:56 PM
12/31/10 02:56 PM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Houston, Tx
Quote:

Step 25....Pack up and save all original parts.

Nice pictorial, thanks for posting.




Good step that I didn't "document". All original parts have been tagged and stowed for future "whatever"...


Troy
Houston Mopar Connection Club
'69 Charger Daytona 440 - auto - 4.10 Dana (now with 426 hemi)
'69 Charger 500 440 - 4speed - 3.54 Dana
'70 Road Runner 383 - 4speed - a/c (now with 440)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: Quikshft] #892390
12/31/10 03:00 PM
12/31/10 03:00 PM
Joined: Jun 2003
Posts: 21,346
It's a dry heat
gtx6970 Offline
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It's a dry heat
What is the purpose of the 'foot / toggle' switch ?

is this system fully automatatic operation with no input for the operator ?

does the original speedo drive gear get transfered to this new unit ?

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: gtx6970] #892391
12/31/10 03:12 PM
12/31/10 03:12 PM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Quote:

What is the purpose of the 'foot / toggle' switch ?

is this system fully automatatic operation with no input for the operator ?

does the original speedo drive gear get transfered to this new unit ?




Bill, the "foot switch" enables the driver to manually turn the system on or off. Like, if I was cruising around town when rpm's aren't an issue or when I go to pass someone on the highway.

A new speedometer pinion and assembly come with the overdrive unit. When you order one, you are asked what rear gear ratio your car has and what the diameter of the tires are. The appropriate speedo pinion gear and speedo assembly are included in the kit.

The system can be operated in an auto-mode. In this mode, the car will shift by itself at around 45-47mph. 1st thru 3rd is just like original. Most of my driving will be like this.

Last edited by hemi68charger; 12/31/10 03:13 PM.

Troy
Houston Mopar Connection Club
'69 Charger Daytona 440 - auto - 4.10 Dana (now with 426 hemi)
'69 Charger 500 440 - 4speed - 3.54 Dana
'70 Road Runner 383 - 4speed - a/c (now with 440)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892392
12/31/10 06:55 PM
12/31/10 06:55 PM
Joined: Jun 2003
Posts: 21,346
It's a dry heat
gtx6970 Offline
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gtx6970  Offline
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It's a dry heat
So, the system doesn't kick down, aka out of overdrive on accel ?
I assume the regular trans still does, so technially the trans is in 2nd , yet the OD is still engaged.

Is this unit capable of that kind of torque?

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: gtx6970] #892393
12/31/10 09:13 PM
12/31/10 09:13 PM
Joined: Feb 2004
Posts: 7,194
Harrisburg, Pa.
screamindriver Offline
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screamindriver  Offline
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Harrisburg, Pa.
Great pics and article !! The unit can stand a crazy amount of HP...Something like 1200...I did the conversion to one of my vehicles a few years ago during the moparts group buy and it's still working like a champ with untold holeshots behind a 500 HP engine...Definitely a worthwile investment...

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: gtx6970] #892394
01/01/11 11:47 AM
01/01/11 11:47 AM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Houston, Tx
Quote:

So, the system doesn't kick down, aka out of overdrive on accel ?
I assume the regular trans still does, so technially the trans is in 2nd , yet the OD is still engaged.

Is this unit capable of that kind of torque?




Hey Bill,,
As Screamin eluded to, the GV can handle anything I give it.. I never thought about the OEM kickdown taking affect... I'll have to experiment on that one.....


Troy
Houston Mopar Connection Club
'69 Charger Daytona 440 - auto - 4.10 Dana (now with 426 hemi)
'69 Charger 500 440 - 4speed - 3.54 Dana
'70 Road Runner 383 - 4speed - a/c (now with 440)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892395
01/01/11 12:40 PM
01/01/11 12:40 PM
Joined: Mar 2007
Posts: 3,275
West Coast, USA
jbc426 Offline
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Posts: 3,275
West Coast, USA
Quote:

Quote:

So, the system doesn't kick down, aka out of overdrive on accel ?
I assume the regular trans still does, so technially the trans is in 2nd , yet the OD is still engaged.

Is this unit capable of that kind of torque?




Hey Bill,,
As Screamin eluded to, the GV can handle anything I give it.. I never thought about the OEM kickdown taking affect... I'll have to experiment on that one.....




I read an article online in one of the magazines that led me to believe that the foot switch was used to contol the overdrive's selection of being in standard or overdrive(or underdrive as the case may be, as Gearvendors sells both). That way you can quickly split the gears of the transmission when you are accelerating. For instance first low, hit the button for first high, hit it again and upshift the trans for second low, then second high etc, etc,. Once you practice at it, it's supposed to be pretty seamless and really quick to do essencially giving you a six speed or eight speed with an overdrive trans.


1970 Plymouth 'Cuda #'s 440-6(block in storage)currently 493" 6 pack, Shaker, 5 speed Passon, 4.10's
1968 Plymouth Barracuda Convertible 408 Magnum EFI with 4 speed automatic overdrive, 3800 stall lock-up converter and 4.30's (closest thing to an automatic 5 speed going)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: jbc426] #892396
01/01/11 01:44 PM
01/01/11 01:44 PM
Joined: Jan 2003
Posts: 2,530
Nunya CA
CR8CRSHR Offline
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Great documentation... That is a long term plan for my 66 Satellite project. Perhaps the MOD's will place this in the Tech archives as it is good info for future reference...nice and complete install too I might add....

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892397
01/01/11 03:09 PM
01/01/11 03:09 PM
Joined: Apr 2005
Posts: 158
Canada north shore lake Ontari...
ross Offline
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ross  Offline
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Canada north shore lake Ontari...
Nice documentation and pictures. I paid close attention as I have a unit that I have not installed yet but plan to before winter is out. One thing you did not discuss and I am concerned about is the angle the universal joints end up at when the driveshaft is shortened.Did you do any before measuring of the angles so you would have reference material for when you get the drive shaft in.
Happy New Year
Ross

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: ross] #892398
01/01/11 03:49 PM
01/01/11 03:49 PM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Houston, Tx
Quote:

Nice documentation and pictures. I paid close attention as I have a unit that I have not installed yet but plan to before winter is out. One thing you did not discuss and I am concerned about is the angle the universal joints end up at when the driveshaft is shortened.Did you do any before measuring of the angles so you would have reference material for when you get the drive shaft in.
Happy New Year
Ross




Hey Ross..
I didn't have an inclinometer at the time of my OEM driveshaft removal, so I did some grude measurements. I measured the distance from the garage floor to the front lowest point of the driveshaft by the yoke-to-tube joint (point A) and did the same for the rear lowest point (point B). At the points on the garage floor, I measured the distance from point A and point B. After that, it's simple geometry. But, the driveshaft shop stated that the max angle relative to the floor of the driveshaft to be between 3-11 degrees. I've get more accurate measurements after I get the driveshaft fixed and installed.

Troy


Troy
Houston Mopar Connection Club
'69 Charger Daytona 440 - auto - 4.10 Dana (now with 426 hemi)
'69 Charger 500 440 - 4speed - 3.54 Dana
'70 Road Runner 383 - 4speed - a/c (now with 440)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892399
01/01/11 05:45 PM
01/01/11 05:45 PM
Joined: Apr 2005
Posts: 158
Canada north shore lake Ontari...
ross Offline
member
ross  Offline
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Canada north shore lake Ontari...
Thanks Troy.......I will keep an eye on this for when you get the shaft back. I was lucky enough to win mine at Drag Week this year. Rick Johnson and all the staff at Gear Vendors are super people.

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: ross] #892400
01/01/11 06:11 PM
01/01/11 06:11 PM
Joined: Oct 2007
Posts: 288
Birmingham, England
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Mick70RR Offline
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Birmingham, England
I am the only person in the UK to blow one of these GV overdrives up. The overdrive was 18 months old and fitted behind the 4 speed in my Road Runner. I emailed GV and Rick Johnson phoned me up almost immediately. He arranged a warranty repair using Overdrive Repair Services in Sheffield and sent them a new clutch and clutch band overnight to fix mine. I had it back in the car within a week. Customer service is second to none. Heres the switch I made for the pistol grip to operate the overdrive.


1970 Road Runner 505 cid MCH CNC ported Stealth heads MP 528 camshaft 4 speed GV overdrive 11.98 @ 117 on street treads
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: ross] #892401
01/01/11 06:15 PM
01/01/11 06:15 PM
Joined: Feb 2004
Posts: 7,194
Harrisburg, Pa.
screamindriver Offline
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Good question and one that I'm sure every GV installer was pondering... ...IIRC The manual wants the final angles no more than 1.5-2 degrees{nose down} which is way different than the guidelines everyone is using in performance applications...I ended up setting mine up at 2.5 and have'nt had any cruizing or acceleration vibrations.... ....Technically, the addition of the unit is'nt changing the relationship between the trans and rear....But the shorter drivshaft is changing the working range of the universal joints through their range of motion....Also note the new yoke supplied...The one in my kit is a 1350 piece so it's plenty beefy...

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: screamindriver] #892402
01/01/11 06:33 PM
01/01/11 06:33 PM
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Posts: 1,883
Northern OH
R
rapom Offline
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I also have a Gear Vendors project coming up. Thanks for the writeup and I to am interested in any technical issues you have with the driveshaft angle. (If you have any)

Re: GearVendor installation in my 1969 Charger Daytona.. [Re: rapom] #892403
01/03/11 10:14 PM
01/03/11 10:14 PM
Joined: Aug 2003
Posts: 8,827
Houston, Tx
hemi68charger Offline OP
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hemi68charger  Offline OP
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Took the driveshaft back today to get it shortened. They asked for the measurements from the opening of the output shaft area/seal of the GV overdrive unit to the front face of the input yoke to the Dana. It measures 40". So, I'm taking that this will be the over all length with the extra needed coming from the distance of the u-joint as it slides into the rear Dana yoke, which will be about an inch. That would leave plenty of meat of the forward yoke in the output shaft hole of the GV unit and enough to slide back and forth as needed under driving conditions.....


Troy
Houston Mopar Connection Club
'69 Charger Daytona 440 - auto - 4.10 Dana (now with 426 hemi)
'69 Charger 500 440 - 4speed - 3.54 Dana
'70 Road Runner 383 - 4speed - a/c (now with 440)
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: hemi68charger] #892404
01/03/11 10:43 PM
01/03/11 10:43 PM
Joined: Dec 2008
Posts: 1,200
UK
6
602heavy Offline
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UK
Those GVs are bullet proof , had one on the 68 charger , stripped the planetries out before the box got hurt , 4400lb charger constantly put through it's paces @ the track , only issues i had was a control module go bad , GVs sent me one out within a couple days , great aftersales service.................nice work there MickRR.


Last edited by 602heavy; 01/03/11 10:44 PM.
Re: GearVendor installation in my 1969 Charger Daytona.. [Re: 602heavy] #892405
01/03/11 11:29 PM
01/03/11 11:29 PM
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Posts: 3,696
jersey
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Spaceman Spiff Offline
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jersey
Maybe I missed it but what supports the unit other than the crossmember?


526 cubes of angry wedge, pushbutton shifted, 9 passenger killer!
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