Got the new G-force 5 speed trans on Friday afternoon.

First off let me tell you, it's a cool looking piece. Billet throwout bearing collar, ARP studs, etc etc. Machine work is beautiful.

The outside appearance is very similar to a Richmond/Nash. The internals are the difference. First it uses straight cut gears and "dog ring" type sliders..meaning there are no synchronizers. Just big open slots to engage making for quicker shifts. The shift forks actually ride on two internal rails that make it similar to an internal rail shifter. But HUGE! There are additional bearing supports (the Richmond already has a midbearing...this adds one more). Of course the steel is of killer material and they say it can handle 1300HP. Should be OK with my weenie little 825 HP!!

It comes with a Long shifter. I got the H-pattern one so it would fit stock console. I can tell you that the Long shifter is a monster piece as compared to the Hurst. I've run Hurst's for years with no issues, but they really redesigned the Long to be beefy. It uses machined forgings instead of stampings and is just overall very stout looking. Not sure if they have redesigned them all, but the one I got looks different than the ones in the catalog or the one Steve Barker (542C2) got a year or two ago. Since the 1/2 and 3/4 shift rods must curve, mine came with additional welded on bracing on each rod at the curves. It also used a straight stainless 5/R shift rod as opposed to the other ones with curved rods. Heim joint ends etc.Looks pretty impressive, but I guess it should for this price!

We put it in with little trouble. It directly replaced the Doug Nash/Richmond I pulled out of it. I spec'd it with the same input and output shafts as well as a speedo type tailhousing.

We took it out for it's first drive. It is noiser than the Nash in the first 4 gears, but I expected that with straight cut gears. 5th is dead quiet though, so highway cruising is fine. The Long shifter is a good bit "notchier" than a Hurst and requires a more deliberate action to shift it clean. I think that will improve with me getting used to it.

Shifting of the trans at low speeds takes a little getting used to. It's just like driving my old Muncies where I had removed synchros and made "crashboxes" out of them. No big deal, you just have to get used to it and match rpm for the shift. After a few miles I had the techique down again.

Then it was WOT time! I had a buddy with me who helped install it. He has never ridden inthe car. I told him I wanted to practice a few "low speed" power shifts to get the feel for it. As we idled along in 1st gear, I rolled hard into the throttle keeping tire spin just on the edge.....hit about 6500 or so and then BANG...nailed 2nd....and then 3rd...and then 4th........

He said "What happened to the practice"?!!! I said that WAS practice!!

We did that a few times and it was fantastic! That sucker shifts like butter. I think I'm in love!!!

I also spec'd trans with ratios that help this 540 wind like it wants to. It sure likes that part too!

So even though, it's ridiculously priced...it puts me one step closer to my goals!

JIM


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[Modified by 427Hotrod, 7:07 PM 3/21/2004]

 

I was wondering where you have been, good to hear you got it going and it works like you had hoped. They are ridiculously priced, oh well it costs to go fast.

Any decision on a cage ?

 

Glad to hear that the G-Force has met with your approval.

What was the highest RPM you shifted at? How easy was it to get into the next gear at that RPM? What method are you using to get the next gear at high RPM - tapping the clutch, letting off the gas a little, or bumping your rev limiter? How did you like down-shifting?

Too bad about the balancer. It must have given you a near heart-attack! You ought to try an ATI next time. I have had great luck with them.

Keep us posted...

Steve

 

What kind of damper did you break?

I don't know if you have considered this yet, But belt driven items have a reall hard time changing rpm almost instantly. "Like your shifting"

So most everybody that does way over 6000 rpm should consider reduced crank shaft pull sizes and or larger pulleys on everything else.

This new 105 amp alternator I bought had a warning tag on it to not exceed 17,400 rpm.

 

I shifted at around 6500 most of the runs, but later on I pushed it to 7000...it really likes it up there!

I was "tapping" the clutch. It doesn't take much at all. It seems to shift better the higher you rev it. It really does.

It took me a little while to get the low speed shifting down pat, and I still haven't mastered the "rolling up to the corner" downshift yet. If you're reving it some and blipped clutch and match rpm right you can downshift it easily. I can see how in road racing deal it would work great. I was getting pretty decent at it by nights end.


JIM


[Modified by 427Hotrod, 7:09 PM 3/21/2004]