G=Force T-5 case
06-15-2010, 11:53 AM
#1
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Car: '90 Trans Am-12.45@110.71
Engine: 355 w/AFR 195's Elem. 400/430 HP/TQ
Transmission: Tremec T-56
Axle/Gears: 12 Bolt 3.73
G=Force T-5 case
Thought I would share....
This is their HD case.
This is their HD case.
06-15-2010, 06:21 PM
#2
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Car: 86 Trans Am, 92 Firebird
Engine: 408 sbc, 3.1L of raw power
Transmission: TKO600, T5
Axle/Gears: Moser 9", 3:70 trutac, 3:23 torsion
Re: G=Force T-5 case
happen to have a stock one for a side by side comparison? its looks pretty
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06-17-2010, 08:56 AM
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Car: 89 GTA
Engine: 5.7L Supercharged
Transmission: T-56
Axle/Gears: Moser 9" 3.70
Re: G=Force T-5 case
Well that should solve the case flex problem, that's super beefy. Might have to downgrade from the t-56 lol.
06-17-2010, 09:02 AM
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Re: G=Force T-5 case
Right? Just wonder what other issues might arise from strengthening the case. Puts more stress probably on the primary/secondary shafts? Anyone use stock internals with this case, beat on the car and still have good results? Lol @ the downgrade...
06-23-2010, 07:03 PM
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Car: 1988 Camaro
Engine: 377
Transmission: TH350; Circle D 4200 converter
Axle/Gears: Ford 9"
Re: G=Force T-5 case
I am wondering this myself. I have to wonder what kind of results would occur from this. I sold my t5 complete out of my Camaro, and I kind of wish I hadn't now just to try this out. Whatever I guess.
06-28-2010, 06:59 PM
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Re: G=Force T-5 case
These have been out for a while, they offer it as an option if you have them rebuild your transmission.
Wish I'd sprung for that option at this point, oh well
Wish I'd sprung for that option at this point, oh well
06-28-2010, 11:36 PM
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Car: 84 Z28 / 88 Trans Am / 87 base
Engine: L69 H.O. / 468 BBC / 2.8 v6
Transmission: 89 700R4 / TH375B / 700R4
Axle/Gears: 3.73 open / 3.23 posi / 3.42 open
Re: G=Force T-5 case
Just curios and so others will know, What part of the stock case does the flexing? they both look stout.
06-29-2010, 02:26 PM
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Re: G=Force T-5 case
You see the two holes in the case on each end, one on top of the other? Those are for the mainshaft and cluster shaft.
The gears on these shafts are helical cut, which is great because they aren't noisy. However, helical cut gears will try to force each other apart, "push" away from each other so to speak when they are under load. The greater the load, the harder they force each other apart.
If there is enough force, they will begin to spread apart and reach a point where the teeth on the gears are not meshed sufficiently with each other, resulting in stripped teeth and breakage.
If you can visualize that, you can see how the case flexes under load, in such a way that the shafts are not held rigidly in mesh with each other. You can also see why third gear is the most common gear failure occurs in
--Also don't forget that the torque arm is attached to the tailshaft of the transmission, this is another contributor to the case flexing. I'm a firm believer in the benefits of relocating the torque arm mount to the crossmember or the driveshaft tunnel if you are going to abuse it and want it to live
The gears on these shafts are helical cut, which is great because they aren't noisy. However, helical cut gears will try to force each other apart, "push" away from each other so to speak when they are under load. The greater the load, the harder they force each other apart.
If there is enough force, they will begin to spread apart and reach a point where the teeth on the gears are not meshed sufficiently with each other, resulting in stripped teeth and breakage.
If you can visualize that, you can see how the case flexes under load, in such a way that the shafts are not held rigidly in mesh with each other. You can also see why third gear is the most common gear failure occurs in
--Also don't forget that the torque arm is attached to the tailshaft of the transmission, this is another contributor to the case flexing. I'm a firm believer in the benefits of relocating the torque arm mount to the crossmember or the driveshaft tunnel if you are going to abuse it and want it to live
Last edited by Primetime91; 07-01-2010 at 04:57 PM.
06-29-2010, 02:47 PM
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Transmission: T5
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Re: G=Force T-5 case
And if you have a noisy 3rd gear, get ready to fix things.
Bought mine with a noisy 3rd gear, and drove it with a noisy 3rd gear for a good 5 years but when it does fail, its not fun.
Got stuck in 4th and had to drive home like that, which you may think is hard to start off in 4th, that was childs play as when it got stuck in 5th and I had to drive home like that was the real fun drive. And yes you can start off in 5th gear with about a block of starting room, and a dozen or so bump n stalls, till your rolling enough to chug along in 5th.
Bought mine with a noisy 3rd gear, and drove it with a noisy 3rd gear for a good 5 years but when it does fail, its not fun.
Got stuck in 4th and had to drive home like that, which you may think is hard to start off in 4th, that was childs play as when it got stuck in 5th and I had to drive home like that was the real fun drive. And yes you can start off in 5th gear with about a block of starting room, and a dozen or so bump n stalls, till your rolling enough to chug along in 5th.
07-01-2010, 11:44 AM
#17
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Re: G=Force T-5 case
Don- What internals are you going to be running in you HD case? when can we expect an update?
Thanks-
Eric
Thanks-
Eric
09-23-2010, 12:28 AM
#18
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Re: G=Force T-5 case
any updates for us on the G-force Case?
10-20-2010, 10:44 AM
#20
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Car: '90 Trans Am-12.45@110.71
Engine: 355 w/AFR 195's Elem. 400/430 HP/TQ
Transmission: Tremec T-56
Axle/Gears: 12 Bolt 3.73
Re: G=Force T-5 case
It's the regular G-force gear set. $1000 I think.
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