Gear vendors can create remote units on a custom basis, though it is probably cost prohibitive to us mere mortals. It also might be tricky to rig up under our cars--here are some pics from the GV website of custom jobs:

http://www.gearvendors.com/custom.html

They show something they call a 'universal torque tube kit', fabrication required haha.

If the gear vendors unit is derived form the de Normanville unit, and the de Normanville unit is available in junked Volvos, it seems that a much more cost effective route would be to get a junked Volvo unit and fabricate a way to adapt it as an independent unit. Gear vendors supposedly bought up all the de Normanville technology and produces replacement parts.

Frankly, for a daily driver, I think there are cheaper and easier ways of getting overdrive. I don't think any but the most seriously built up slant sixes produce enough power to require a Gearvendors unit.

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Gentlemen, I had a GV segregated unit in my '93 Dodge 3/4 ton diesel. The p/o had it put in, to pull his fifth wheel.

For what it's worth, he replaced it every 2 to 3 years. So have I (except this last time when I deleted it), even though I pull only a single axle trailer & dragster combo. The first notification is reverse going out, but I didn't wait for further problems either time. The rebuild fee was about half the purchase price, the new driveshaft assembly was cheaper (the original driveshaft assembly'd been disposed of long ago).

I don't know how this compares to their attached units.

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lou i was going to try the a500 swap from a 97 dakota in my street 75 duster. now i am wondering if i should just stick with the lockup trans from a 77 aspen???

Thanks, Charlie. That's what I suspected on both counts. Anyone want to build me a hopped up LU 904??

A divorced OD unit could work, yes, if they have it.

Lou

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To bad THOR hasn't been on in a while, he actually had done some of the leg work on this subject , and yes the gear vendors unit is this type of unit, and yes there are tons of Volvos laying in junkyards with this unit under them waiting to be plucked.

-D.Idiot

Terry,

You might want to consider just a LU 904 with a higher stall converter. You can get ones now that stall in the 2500 RPM range for a Slant. I am about to buy one and will let you know what I find.

I suspect you don't do a lot of high speed hwy driving, so 2.94s or 3.23s and a 904 LU might work really well for you.

Thanks for the Volvo info, guys. I may look into one of those...

Lou

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Many years ago, in the early days, somebody on Moparts adapted one of those Volvo units to an A833. Basically, it was an adapter along with a new tail shaft to replace the tail housing with the overdrive unit.

In what years/vehicles can you find the OEM Volvo unit?

Lou

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Lou-

http://www.vclassics.com/archive/laycock.htm

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Thanks, Reed!

Lou

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found this

The 200 4R has a lower 1st gear, and an OD 4th. So even with your current rear gearing (whatever that may be), the 200 will come off the line better, and cruise at much lower RPM. As Todd noted, you can choose to go with a lower rear gear for even better off the line performance, and still have reasonable cruise RPM.

2004R Gear Ratios
1st = 2.74
2nd = 1.57
3rd = 1.0
4th = .67
Reverse = 2.07

TH350
1st = 2.52
2nd = 1.52
3rd = 1.00
Reverse = 1.93

If I read this right it looks like final drive is 33% lower then 1 to 1
any thoughts?

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The 200 has almost identical ratios to my A500 Mopar.

Lou

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Lou what are the specs on your A500

posted this I found
looks like 3/8's lines area must
and the A500 short shifts/which leads to wear-out

http://board.moparts.org/ubbthreads/sho ... earch=true

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I told the seller I was local
I asked the seller who rebuilt this unit
he said someone in NJ, that now has a shop he thought
he then said it was starting to slip in 3rd and that is why it is being sold as a core.
the seller never posted their reply to my ebay question
I passed
http://www.ebay.com/itm/200698432266?_t ... IT&vxp=mtr

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