Got shipping notice last night - the DBL Overdrive unit should be delivered thrusday.
I should be able to get the unit bolted up by friday worst case, measured and take
the drive shaft to be cut down sometime friday !
Hopefully I'll have it all back together saturday !
the 5r110 (2003-2009) uses a "6" speed tranny - only 5 gears are ever used.
there is an alternate gear/strategy that is used in COLD climates, and
when the tranny is still cold.
the new 6r140 (2010+) uses 6 gears and completely different ratios.
Ive posted gearing/ratios for both transmissions, along w/ an RPM chart
which shows a 500rpm drop (for a 5r110 w/ 3.73s). Trucks w/ 4.10s or
lower gearing will have a higher RPM drop (600RPM) compared to what
they currently run (w/out a GV Unit).
Im not interested in gear splitting (although you can, w/ the GV unit), theres
just not a tremendous benefit to be had from it.
Im interested in being able to run GOOD / Strong interstate speeds (75+) and
get better mpg...ive hi-lighted the current rpms (red) and what ill achieve w/
the GV unit installed (in green).
I considered re-gearing to 3.55's but that only gave me a 200 rpm drop, best
case - and for the 1800 bucks invested in re-gearing id be STUCK, unable
to tow & unable to ever get my $ back !
W/ the GV unit i keep the OE gearing, can tow w/ it on or off, and
i can always sell the gv unit and recoupe at least some of my money.
fuel prices are on the rise again, if id done this when the truck was new,
it would have paid for itself by now.
ive already ripped their UGLY switch box apart and confirmed i can use
matching switches of my own
the indication/operating mode lights also come outta their box - looks like i
can mount them in the dash, possibly near my in-dash radar detector display !
considering where i can place these UGLY indicator lights -
they look like they were manufactured in the 60s !
Should be an easy modification (small 12v bulbs) - the wiring harness
on this set up is REALLY nice, just 3 wires thru the firewall & EVERYTHING
connects to a main control unit via rj11 (modular phone) jack.
Don, have you figured out the payback time frame yet? Or do you need to see the post install real world fuel economy numbers to figure that out? Just curious.
havent figured it out really - it wasnt my motivating factor -
but im into it for 3200,
so if i gain 3mpg
at 3 bucks a gallon
and my current mpg is 15 (thats .20 cents per mile)
if i get 18mpg (its now .16 cents per mile)
i save 4 cents per mile & it'll take me 75k miles to break even
like i said, should have installed it when i bought the truck !
Is that a three position switch Manual dbl overdrive on one side auto on the other and off in the middle? I mean with you having a 4WD to activate 4wd you will have to shut off the Dbl overdrive as it is post transfer case.
Is that a three position switch Manual dbl overdrive
on one side auto on the other and off in the middle? I mean with you
having a 4WD to activate 4wd you will have to shut off the Dbl overdrive
as it is post transfer case.
not trying to be rude, but goodluck with
the mileage increase. two years ago i put one on my cummins/gmc conversion
with a nv4500 5 spd and 4.63 gears.
not trying to be rude, but goodluck with the mileage increase. two years ago i put one on my cummins/gmc conversion with a nv4500 5 spd and 4.63 gears. i mainly bought the unit to keep rpms down at higher speeds, didnt expect a mileage again, and to be honest didnt get one. your rpm theroy is correct, but i feel the the greater wind drag at the higher speed , plus the xtra power consumed from extra parsitic loss of running double od, will not gain you anything mpg wise. you will still enjoy your new toy however...
so GV warned me about the WIND...as if i didnt know - i dont expect 3mpg
but i DO know i am LUCKY to score 17.9 on the interstate....but my AVERAGE is 15.
no update, my payin' job got in the way yesterday - a day off
or vacation means nothing to my employer or my customers !
Nice day today but not sure ill get much done - cold on sunday
and some potential for travel next week so it puts progress at
risk before next weekend.
Im in the process of TRYING to install my GV dbl overdrive and
i cant figure out how to get the factory transfer case (to driveshaft)
separated from the transfer case.
I've broken the gasket seal between the transfer case and the
adapter - and the case can be wiggled slightly (its even seeping
fluid a little @ the gasket mating services).
I removed the nut on the spline where the drive shaft mates but
i STILL cant get the adapter separated from the transfer case !
i tried using a puller (not the best one) and got ZERO movement.
You need a harmonic damper puller that you can bolt to the flange. Make sure you use one that has a the little adapter with a point and allows the puller to spin in the center of the shaft without damaging the threaded end. You can try a bit of penetrating oil at the splines and tapping around the flange to encourage it to do it's job. Also, a little heat on the flange can help too. It's no different than pulling the flange off the rear end to change the gears or replace the pinion seal, just takes time and patience.
OK, mine has the little (removable> point...had that on the end when i was using the
puller.
OK Tried that...w/ a steering wheel/gear puller - didnt seem to move a bit !
Admittedly my puller is a little small (bolts were at an ANGLE & starting to bend...
it was all i could to to keep turning the puller shaft.
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Related Threads
?
?
?
?
?
The Diesel Garage
1.2M posts
57.2K members
Since 2005
A forum community dedicated to Diesel engine owners and enthusiasts. Come join the discussion about performance, builds, ecodiesel, towing capacity, modifications, classifieds, troubleshooting, maintenance, and more!