Range splitter overdrive gear box

[Rubble]

Just wondering if anyone on here has installed an advance adapters range splitter overdrive gearbox.It mounts to the bell housing ahead of a 465 4 speed.I got hold of an 84 CCLB 4x4 : 454/th400/205. I want to get rid of the auto & go with the 2 speed ahead of the 465.I know some will suggest to put a NV4500 instead,but this way you have 8 speeds verses 5 and 2 speeds in reverse also.Besides I already have a rebuilt 465 in the shop,if I go 4500 route it's gonna probably need rebuilt plus initial price of purchase.Having 2 sticks would just add to the cool factor.This is going to be a towing/hauling unit.Any kind of input is appreciated.
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[INSIDIOUS '86]

Get a supercharged 572 and don't worry about how many gears you have...haha kidding

Maybe the nv4500 is better suited to the task of hauling and towing due to a more rugged trans period
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[Rubble]

I have a NV4500 in my 2001 Dodge behind a Cummins,it's a decent tranny but there is a big jump between 3rd and 4th. I added a 60 hp chip and its much better.Thing with a 4500 too is I need an adapter to mount up either a 205 or 208 t case.I have this already with the 465.far as durability the 465 is pretty tough as well.
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[manimal]

I personally have not used the Ranger gear splitter,but have known people that have and they swear by them.

[Firebirdjones]

Sounds alot like a gear vendor unit. I have one but is yet to be installed.

Several buddies that have used gear vendors though and love it. Turns a 3 speed into a 6 speed with gear splitting capability.

[manimal]

The only problem with the GV is the cost. I think the Ranger is less than 1/2 the cost of a GV.

[Firebirdjones]

Originally Posted by manimal

The only problem with the GV is the cost. I think the Ranger is less than 1/2 the cost of a GV.

Yeah but it doesn't support 2500 HP Ya get what you pay for. That ranger is only rated for 420 ft lbs. I'd grenade that in short order.

I like the GV for it's ease of adaptability that can be bolted to just about any trans imaginable too. Not sure how the Ranger rates in that department.

Edit: just looked up the Ranger,,,it only works on manual trans applications only. So that limits the crowd tremendously. That's a big reason it's so much cheaper.
Not to mention, looking at the diagrams it appears you have to mount that thing in front of the trans (between the bellhousing and trans??) If that's the case you are moving the trans backwards? What do you do about the shifter?

The GV mounts on the tailhousing of the trans, so nothing is affected but the driveshaft length, which appears to need modification for the Ranger anyway?

[bilfman]

Plus the GV can be shifted at any time- up, down, under load...anytime.

[Firebirdjones]

Yeppers, and towing 10,000+ lbs. with my truck, it should last me a lifetime with no worries. Automatic engagement set to a specific MPH means you can leave it go on it's own and not worry about it too, so it works like an overdrive (4 speed auto). Or just push a button and use it as a gear splitter when leaving a stoplight will help me get that heavy load moving easier. Just so many cool features about it.

I don't mean to knock the Ranger setup, it might work fine for a light duty truck that isn't meant to tow anything extreme. I just see alot of things about it that make me run the other way. Might work okay for the original poster though..

[Rubble]

Originally Posted by Firebirdjones

Yeah but it doesn't support 2500 HP Ya get what you pay for. That ranger is only rated for 420 ft lbs. I'd grenade that in short order.

I like the GV for it's ease of adaptability that can be bolted to just about any trans imaginable too. Not sure how the Ranger rates in that department.

Edit: just looked up the Ranger,,,it only works on manual trans applications only. So that limits the crowd tremendously. That's a big reason it's so much cheaper.
Not to mention, looking at the diagrams it appears you have to mount that thing in front of the trans (between the bellhousing and trans??) If that's the case you are moving the trans backwards? What do you do about the shifter?

The GV mounts on the tailhousing of the trans, so nothing is affected but driveshaft length, which appears to need modification for the Ranger anyway?

The quote about towing with 2500 hp ---not sure where that is coming from????? This thing is going to be behind a pretty much stock 454 so the torque rating Should be fine.. As far as moving the shifters, a little fab work here and there is not a big deal. kind of a challenge ... Something has to be altered. I will be doing some towing but probably not over 10000 lbs mostly doing it to get an overdrive. From what I have priced so far it is still cheaper than a NV4500 and more gears.
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[Firebirdjones]

Originally Posted by Rubble

The quote about towing with 2500 hp ---not sure where that is coming from????? This thing is going to be behind a pretty much stock 454 so the torque rating Should be fine.. As far as moving the shifters, a little fab work here and there is not a big deal. kind of a challenge ... Something has to be altered. I will be doing some towing but probably not over 10000 lbs mostly doing it to get an overdrive. From what I have priced so far it is still cheaper than a NV4500 and more gears.
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It's coming from the price difference

Keep in mind that torque rating of only 420 ft lbs. is based off a certain weight of the vehicle, and doesn't take into account adding another 3500 lbs. (or more depending on what you are towing) of trailer behind the truck.

When you start adding weight, that torque rating goes down accordingly. Hence the reason I wouldn't be too excited about towing with it. That's where the stout rating of the GV comes into play.

Even your stock 454 should surpass 420 ft lbs., I know my smog era 454 did after tuning. If you don't romp on it and treat it nice, it will probably work fine for you.

[beamn7]

I say go with the two sticks. You can shift either trans anytime you want, get 8 speeds rather than 5 with the NV4500 or 6 with the THM400 with a Gear Vendor (I liked the old US Gear overdrive unit better. Used to install both....)
This setup has been around for a LONG time. 465 is a workhorse of an old transmission too. Can't go wrong. Post some pics once you get started on it!

[Rubble]

Beamn7,will try to do a build post.It's probably going to be a winter project,just trying to line up parts now.Your right too,the old 465 is a tough tranny and easy to rebuild too..
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[manimal]

But back in the early days(50's and 60's maybe even earlier) the BIG trucks,C40.50.60 and the F600,700 used the "brownie" box which had a lower torque rating than the Ranger does. But I do know that the Brownie bolts BEHIND the trans/transfer case instead of between the bellhousing and trans.
I am not arguing as I know the GV is a better unit, but they want way too much money for them. Even different adapters are $4-800! If you get a used one and want GV to "go through" it...$1500! I know because I use to find them all the time in the wrecking yards. And I would pass on the "J-Type" because I was told parts are no longer available,so if it was not the "P-Type"(after GV and Laycock parted ways) I would not buy them.
And for those that didnt know,the original gv was used in Volvos from the factory.

[Firebirdjones]

Originally Posted by manimal

But back in the early days(50's and 60's maybe even earlier) the BIG trucks,C40.50.60 and the F600,700 used the "brownie" box which had a lower torque rating than the Ranger does. But I do know that the Brownie bolts BEHIND the trans/transfer case instead of between the bellhousing and trans.
I am not arguing as I know the GV is a better unit, but they want way too much money for them. Even different adapters are $4-800! If you get a used one and want GV to "go through" it...$1500! I know because I use to find them all the time in the wrecking yards. And I would pass on the "J-Type" because I was told parts are no longer available,so if it was not the "P-Type"(after GV and Laycock parted ways) I would not buy them.
And for those that didnt know,the original gv was used in Volvos from the factory.

Yeah, I'm not all that familiar with the Brownie but I know what you are talking about with the GV and different models. It was difficult if you were junk yard hunting for a GV and then had to source an adapter. Now they are seldom seen (once in a while I might see an old motorhome with one) but it's just not that often anymore. Much easier to just call them up for a new piece with the adapter you need and be done with it.

When I had looked into doing a 4L80E (the only other trans I'd consider in my truck) the cost was a wash. A fresh 4L80 and a controller to run it was well over $2000 and I still couldn't get a solid answer from many of the tranny guys as to whether I could tow in overdrive with that thing, seemed to be a 50/50 split on that. So in the end I decided for the same money a gear vendor would better suit me, I can use it while towing, and the gear split ability will be nice around town when pulling a load from a stoplight.
Another advantage for me was since I was adding length to the tranny, it meant that I will shorten the driveshaft enough to not require that carrier bearing/2 piece driveshaft setup anymore. I'll run a one piece custom built chrome molly shaft to simplify things. With the GV and the CM shaft I'll have a bullit proof setup that should last the rest of my life time

Just alot of little reasons why I went this route.

Since the OP isn't worried about cutting the truck to move shifters/transmission rearward then I'm all for saving some money and giving the Ranger a shot, I can completely understand that.

[JPalmer81]

The TQ ratings on the sm465 and NV4500 is only 460 ft lbs. IIRC, i wouldn't worry too much about the torque ratings, as the sm465 has held up to tremendous HP and TQ in a variety of rock crawlers to all out sled pulling monsters putting out 1500 ft lbs of TQ.

I think the best thing about the Ranger Splitter is the fact that you can use it in 4 wheel drive as well as 2 wheel drive, can't do that with the GV unit cause it mounts on the back side of your T-case. Here is a pic of a Ranger installed in a 88 crew cab 4x4



You can see it pushes the T-case shifter pretty far back, but a little fab work would fix that problem.

I plan on using the same setup you are proposing behind my 6.2, and the OD will quickly pay for the unit and any cost associated with installation. And the 8 gears will be invaluable if you tow anything heavy. I think the ranger is a good buy and would be fun to drive and interesting conversation piece and very practical. The GV unit is less practical and lets not even talk about the cost.....

[Rubble]

Guess I should clarify my planned towing,probably be under 4-5000 lbs.Mostly I want the added overdrive and a few more gears.Any heavier towing needed,I have an 01 Dodge with Cummins to cover that.I appreciated all the feedback on the thread too...
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[Rubble]

On my crew,the transfer case lever won't be too much of an issue cause it's gonna have buckets in the front.I am planning in setting it behind a 454 first,if that works then behind a regular cab 6.2 4x4 next.
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[MalibuSSwagon]

Seriously considering the Ranger for my 1/2 2WD with factory installed SM465. This combination seems more cost-effective and bulletproof as compared to the NV4500, and GV is out of my price range.

The ranger is rated for 25000 GVW, it should be far more than adequate for my needs.

[KQQL IT]

Had one like this behind a 465. Was fairly bullet proof needed a motor about once a year and once got so hot it melted the speedo gear. Put 250k on it before the truck was wrecked.
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