Does anyone have experience with a Gear Vendor ? If so, please respond with the good, the bad and the ugly. I'm interested in the flexibility of adding the option of a 22% RPM reduction to cruise the interstate at 75 mph. Plus when towing, you can spilt lower gears to hold power as you accelerate.

When empty, can you lock lower rpm "split" as you acellerate through the gears?

I have found a local shop that will handle the installation. They claim to have installed about 25 units. I asked them for phone numbers of satisfied customers to hear about their experience. The shop is working on a response. Meanwhile, I thought of asking you.

 

Are you auto or 6sd,the Gear Vendor do not work well with the 6 sd.

 

I have 6 spd and 3.73 rear. Please explain your thoughts.

 

I had one in a gasser with an automatic tranny---LOOOOOVED it. Awsome piece of engineering!!

 

Sherman ! What are you basing it on that the GV does not work well with the 6 speed have you ever tried it. I drove one and I thought it worked very well. I am close to ordering one but for the price.
Jim O

 

I have looked into the aux trans setup intensely with the mpg savings in mind,I have a 4.10 with a 6sd.The problem with the Vendor unit is it does not do well when the transmisson is pushing the unit as in rolling down a hill or slowing down in traffic especially with an exhaust brake,the clutch drive unit will not take the back pressure from the engine,in an auto set up it will work.The US Gear aux box will work with the 6sd,I have held off on getting one because I can't find any hard facts where there is a mpg savings when hauling to more than pay for the unit.My figures show a pay back in excess of 150,000 mi even with $2.25 gal fuel costs.If you have better info I'm all ears,I'm currently exploring 19.5" tires.You have a 3.73 rear that is more ideal to better mpg,remember Cummins says the sweetspot for towing is 1800-2000 rpm.

 

I just saw from your sig that you have a Jake brake,even more reason to look at the US Gear unit.I see you are from Alberta,I did some oil patch time in Alberta,was based in Red Deer,very nice area,loved the foot hills and the mountains.

 

Lots of discussion over the years on these.The gear to gear unit(U.S.gear for manuals)and the clutch unit(gear vendors)for autos.I think I have that correct.It would take MANY miles to recoup the cost in fuel savings.

 

I would not consider the fuel savings as much as I would the "driving experience" factor. You bought the Cummins, so you need to keep the truck about 100-125K before you make up the cost difference VS fuel savings, now add the aux. tranny and now you have to drive the truck 200K before you break even??!! Doesn't make sense to me.

 

I've read the US Gear site and their system has definite advantages and disadvantages when compared to the GV.

LIKES:
**Depending on your application you can select "under" or "over" gears for the system, giving you more power or more economy. (I'd select the "over" setup.)
**You can lock into "over" gears and run through the normal 6 speed at the "speedier" final ratios for all gears. This option would give me the empty gear ratios that fast highway speeds require. If needed, I could start from a stop in 1st-over. Right now, I skip this granny gear.
** It works in all gears forward, reverse and 4x4.
** According to Sherman, engine brakes work well with this unit. My translation: it works in all gear combinations. The engine brake will work with the GV but the GV is "disengaged" first - this is automatically done even on a manual tranny.
**US Gear does not require motion (20mph min. for the Gear vendor) to engage.

DISLIKES:
** US Gear says for Dodge 2500 "These applications require fuel tank modification on standard cab trucks or trucks with short beds. 4WD units are mounted between the primary transmission & transfer case." They talk about potential floor pan mods.

Different application needs:
** To take advantage of the 4x4 operational advantage on the US Gear, installation will modify forward drive shaft. This could be an advantage to those with specific applications to take advantage of 4x4 operation ie snow plow.

 

I used one on my last Truck worked great and I loved it. Fuel savings won't pay for cost of unit but it was a good reliable unit.

 

I have driven units equiped with the US gear and the Gear vendors on Five speed manuals and the Gear vendors shifts much better and with no grinding that can not be said with the US gear. The trucks I drove were 2wd and did not have ex brakes. I know that a pay out would be so far down the road that it would likely not be achieved but to run 75mph with out all the buzzing would be great when you are not towing. And when I am towing I would likley tow in fifth over (sixth is the weakest gear in the NV5600 I do know about the auto shift out of OD when you select the ex brake and it auto shifts out of OD when you engage 4WD. I don't say that I am going to get a Gear vendor but I am thinking about it.
Jim O

 

US gear does require more modifications for a 4x4. That's the main reason I would choose Gear Vendors.

I had a 3500 chevy once upon a time, and it wouldn't pull squat without the GV.