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[This message has been edited by mera7 (edited 11-13-2010).]

quote Originally posted by mera7: hello all, i am putting a high powered ls v8 in my getrag equipped car. i would like to know if there are any threads or any suggestions on how and what to beef up the getrags. i dont launch my cars hard off the line anymore (a little older and somewhat wiser now lol) but once rolling will pound on it to push it to the extremes. i have purchased a new old stock getrag from a quad 4 application. i am going to take the differential, spider gears, bearings, synchros, and anything else that will work in the older fiero getrag. any other suggestions? thank you for your time and expertise to all who may answer. mike in oklahoma

There was a little heavier duty version of Getrag 5-5peed made for an export Sillouette Van (Yes thats correct) with stiffer gearing as well. You will have to purchase Rodneys adapter kit for the shifter linkage, but other than that it is a bolt in with better gears. I think the diff is a 3.91 instead of 3.64 if I recall correctly. There are a few of these still out there.

I had one built with a friction type LSD, and fresh parts installed all around.

Worked well, broke an axle and lived to tell about it during a violent wheel hop event with about 390whp.

get some one to CNC you a Billet case

quote Originally posted by engine man: get some one to CNC you a Billet case

That's actually an interesting reply. What IS the major failure point of the Getrag?....the case or the gears. Axles can be made for a dime-a-dozen but what WOULD it take to really make the Getrag kick ass and handle higher horsepower?

Tougher spider gears. The case is not weak.

While the trans is dis-assembled have all your metal parts checked for cracks, then send all parts to " 300 Below " for cryo treatment (hardening and stress relieve). In my opinion it's the least expensive improvement you can make. Installation of a " Phantom Grip " will help distribute the load to to both axles at the same time, reducing the chance that all of the load going to one axle. As mentioned, stronger spider gears would be a plus, but so far I've never failed the stock ones which I had treated.

http://www.300below.com/

My weak link is the splined axles, which I only manage to get about 15 to 20,000 miles before the torque shear at the "C" clip groove near the CV joint (mostly on the driver side, short half shaft). These are "performance" grade axles, not stock, but still could do with some improvements in design.

Note to "crazyD" : I failed the short side axle on the custom halfshafts we both purchased from Evola's . His builder was pretty surprised it failed, got it replaced at NC but the only change he made was the cut for the "C" clip, were he changed the cutting tool to eliminate the 90 degree corners (stress risers) in the bottom of the groove, of the shaft.

If you want more details of what I've done, hit the link in my signature below.

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Car History: https://www.fiero.nl/forum/Forum1/HTML/025670.html

[This message has been edited by California Kid (edited 10-25-2009).]

thanks California Kid
Can stronger spider gears be made by some one and what is the lowest gear ratio for the tranny

[This message has been edited by engine man (edited 10-25-2009).]

Look for a 284 Getrag in some Grand Prix GTPs... around 91 I think. Or just get you one of them fancy 6-speeds people are doing now.

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My Fiero eBay listings

what Quad 4 car & year have the Getrag with the Low rear gear

Getrags were designed and are rated for a max of 225-250 ft lbs of torque. THis doesn't mean that they can't survive pushing a bit more through them on occasion but look at the innerds of one of those and you'll see rather smallish (narrow) gears on small shafts all around. Once you go over 300ft lbs of torque, you can stand on your head and make all the changes that you want. In the end you still have a LIGHT DUTY transmisson. Use a freshly rebuilt trans don't use full power all the time and you should be OK for a while. You might also consider the later Getrag use on the 90's Chevy Berettas. Those are stronger.
However, if you want to swap in a 500HP engine then the 4T65eHD is the 'no headache" way to go. I can do WOT's on mine all day and it doesn't even tickle it.

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" THE BLACK PARALYZER" -87GT 3800SC Series III engine, 3.4" Pulley, N* TB, LS1 MAF, Flotech Exhaust Autolite 104's Custom CAI 4T65eHD w. custom axles, HP Tuners VCM Suite.
"THE COLUSSUS"
87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H
" ON THE LOOSE WITHOUT THE JUICE "

Ya i hear you but just like standard trans i feel sports cars are much more fun with standard. though if i added paddle shifters and could have the torque converter locked up till it droped below 1500 rpm

[This message has been edited by engine man (edited 10-25-2009).]

quote Originally posted by engine man: thanks California Kid Can stronger spider gears be made by some one and what is the lowest gear ratio for the tranny

Regarding the spider gears, I haven't found the need to look for stronger gears at this time. I have run both cryo treated and ultrasonic treated stock gears in the two transmissions I have, and have never failed any of the internals of these transmissions.

On the gear ration question, I'm running stock gear ratio's on both Getrag 5 spds. I'm not a 1/4 mile hound, and I've found the stock ratio's work pretty good for my setup so I'm happy with them. Great acceleration that will pin you in the seat, and an awesome top end (I haven't had the balls to take it over 165mph, but it will go above that).

Everybody will have a personal opinion of the strength of the Getrag, I can only speak from my experience on my car, I don't take shortcuts, or skimp on expense related to these items which has resulted in not breaking transmissions. If "hole shots" are you're bag, you'd probably be better of with an auto trans/custom axles, I just like the manual trans.

Best I can do with your questions.

I think i would be all right with the getrage but due to i will be puting in a 4.3 V6 i would need the gearing. the engine will have a set of the Brodix #10 V6 heads not sure if i will turbo it or not but will be puting splaye 4 bolt caps and Eagle H beam rods and i think a solid roller cam. if i dont go with the turbo i will need to scream it above 7000 rpm to get the Horsepower

quote Originally posted by engine man: I think i would be all right with the getrage but due to i will be puting in a 4.3 V6 i would need the gearing. the engine will have a set of the Brodix #10 V6 heads not sure if i will turbo it or not but will be puting splaye 4 bolt caps and Eagle H beam rods and i think a solid roller cam. if i dont go with the turbo i will need to scream it above 7000 rpm to get the Horsepower

Understand we're talking different engines, but I hit my 6,500 rev limiter faster than I'd like in both first and second gear (I really have to be ready if I put my foot in it). The rest of the gears give you a little time to think. I went with an Extreme Energy Hydraulic cam (good to 7,000rpm) rather than going solid, this was mainly due to mid engine being a pain in the ass to adjust to rockers.

If i can get 7000 rpm out of a Hydraulic roller and it makes peak power at like 6500 rpm that would be fine then i wont need to bush the lifter bores to fix the oiling problem with solid roller cams

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[This message has been edited by mera7 (edited 11-13-2010).]

When it comes to gearboxes Getrag is it Corvette c5 Diffs, gearboxes in HSV, Pontiac, BMW it is the brand name to have.

[This message has been edited by Australian (edited 10-26-2009).]

quote Originally posted by California Kid: Note to "crazyD" : I failed the short side axle on the custom halfshafts we both purchased from Evola's . His builder was pretty surprised it failed, got it replaced at NC but the only change he made was the cut for the "C" clip, were he changed the cutting tool to eliminate the 90 degree corners (stress risers) in the bottom of the groove, of the shaft.

Well that is some exceptionally bad news. Now I'm sitting on a timebomb, and I'm not looking forward to having to replace that again. I'm glad you're putting more miles on yours than I am on mine for this, thanks for the heads-up. Looking forward to seeing in another few years if that one breaks too.

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[This message has been edited by mera7 (edited 11-13-2010).]

bump

https://www.fiero.nl/forum/A...090219-2-082235.html
You may wnat to read this on phantom grips.

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[This message has been edited by mera7 (edited 11-13-2010).]

quote Originally posted by mera7: ... like to use the new diffs, new spiders, new bearings, and new synchros from the euro getrag. anyone know if that is possible? i am going to buy the phantom lsd like calikid suggests and send all my parts to be cryo frozen. any help on if the internal parts will fit

I am not 100% positive if my trans guy used any of the bearings from the Euro Quad I purchased to rehab my Getrag, but everything else is a "Yes it will work"

Tina

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[This message has been edited by mera7 (edited 11-13-2010).]

quote Originally posted by mera7: ok so the phantom grip is not the way to go im guessing. who makes a reliable and good lsd for the getrag then?

if you read the entire thread, http://www.engineered.net/eplsd.htm has a better solution to the clutch style LSD.

[This message has been edited by FieroWannaBe (edited 10-27-2009).]

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[This message has been edited by mera7 (edited 11-13-2010).]

quote Originally posted by mera7: ok so the phantom grip is not the way to go im guessing. who makes a reliable and good lsd for the getrag then?

"some guy" built the one that went into one of my projects. From what I understand is his service was less than stellar, but the price and product seemed very decent. End result was great.

Hi Tina I would like to know what you have done to your getrag I have seen that you drag race and have read you have blown a few of these up. so how do launch off the starting line at the track and do you have a lsd that you use

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[This message has been edited by mera7 (edited 11-13-2010).]

I stand corrected. All new bushings went into the trans as part of the rehab this last season. So much for my memory.
Magic number that put the cost of it into the triple digits, how could I forget.

Current trans originally came out of a 89 or 90 Berretta. I do remember I had to remove the axle shaft extensions from the case on that one. So maybe that is a clue to anybody to further figure out what vintage it is. Completely disassembled, gears pressed off and all. Cryo’ed inside and out. Case as well. Rodney’s shift linkage kit. New syncros, new bushings, new bearings. Phantom Grip kit added before it ever went in the car for the first time. Held up well. Can't say the same for the axles, but then the had some abuse on them before they decided to go.
At the end of the second season I decided rather than to push my luck even further to “rehab” it.
The damage/ items found found > chewed spiders, syncros pretty much gone, chip in fifth gear and lots of metal from the Phantom grip.
92 Quad 4 trans was bought off of e-bay and used as a parts donor. Harvested parts > differential, spiders of course, syncros, 5th and reverse. Phantom Grip was rebuilt and reused this time around. Next time most likely I will be going with a Gr8Grip lsd unit though. Much better unit according to my rebuilder. More dollars though. What else is new. Now the car is driven hard routinely but hasn’t seen a lot of track time lately.
Too much other things going on at the moment.

Hope this helps
Tina

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[This message has been edited by mera7 (edited 11-13-2010).]

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[This message has been edited by mera7 (edited 11-13-2010).]

Please let us know how your clutch(es) hold up.

Orville

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[This message has been edited by mera7 (edited 11-13-2010).]

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[This message has been edited by mera7 (edited 11-13-2010).]

I am curious on what HP / Torque you're shooting for on your engine, and any pictures of the custom clutch you are fabricating. I'm running a 7.25 Pro Series QuarterMaster Double Disk Clutch that holds great, however the organic disks are only good for 12,000 miles (just switched to metal disks for better life). I've wanted to find a better clutch setup, life and cost of parts lower, and have not been thrilled with some of the reports on the SPEC clutch that some are using.

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[This message has been edited by mera7 (edited 11-13-2010).]