Has anyone used a Ranger overdrive, I have and 85 1ton chevy 4x4 6.2 turbo /465/205 with axle gears 3.73 and am needing a little more gear for the open road. I am considering this OD due that the fabrication is a lot less than the 4500 and ive known some 4500s to ring off input shafts behind diesels. and mine is not stock by any means. and it will come out a few hundred cheaper and a lot less run around time than the 4500....

I've been running one behind my 5.9 cummins for almost 100k miles now (in my IH scout see link). I've ripped the center out of two clutch disks hot rodding around and have had no trouble with the Ranger.. That said, it is only 1 1/8 so you could twist that shaft off if you get rough enough.

One other draw back is that it adds lots of rotating mass to the input shaft on the trans and make it less tollerant to imperfect shifts.

The benefit is it will let you split gears. I'm glad I didn't go with the notorious NV4500 that the 5th gear always falls off of on the Cummins.

http://thumb13.webshots.net/s/thumb3/7/9/43/44270943ezMYVF_th.jpg (http://rides.webshots.com/album/44268533sCvIJm)

Any more info on this? Is this an option for a 97 Dodge ctd with an auto? I have 4.10's and am looking for options in getting better fuel economy.

Not an option for an auto.... They sandwitch on the input side of a standard tranny up against the engine. The good thing about this design is it never sees multiplied torque like the ones that go on the back ( Gear Veneors etc ). They see 6 or 7 times the torqe or whatever you low gears are....

That said you could use the GV unit. I haven't heard about any problems but they are pretty pricey.

less tolerant to imperfect shifts??? How does it behave... Ive run some 2spd axles and a slough of farm tractors, is this a good exmple of what to expect.... Can you down shift it like a part of the tranny.. ex... say Im in 4th high... and hitting a hill, can I shift the tranny into 3rd high or should I shift the OD back to 1to1... also... what about water... is there a vent hole on the top that will adapt to a vent hose or is it a fixed cap.

I think there is a vent on it...

The ranger shifts great. Your main tranny will not sift quite as well because the sycro's now have to accelerate or decellerate not only the clutch disk but all the gears in the ranger overdrive. If you are a good shifter you won't have any trouble.... I'f your the type to hammer on the syncro's then they will wear out faster with the ranger. - I love mine - no complaints.

The old trucker rule about splitting gears: Always do the upshift first on a split. Yes it splits gears nicley.

If you are in 4th high you would go to direct in the ranger.

Next shift would be High in the ranger first then 3rd in the tranny - that's your split shift.

Next would be direct in the ranger.

Next would be over in the Ranger and 2cnd in the tranyy etc..

Of course you have to move everything back like 10 inches or so... Could be a fabrication problem....

so to split shifts with a 4 speed starting from a stop, id start out in 1st gear,ranger in direct drive,then...

-shift ranger into OD
-shift ranger into direct,tranny into 2nd
-ranger into OD
-ranger into direct,tranny into 3rd
-ranger into OD
-ranger into direct,tranny into 4th
-ranger into OD

well,with the upshifts,id actually move the shifter on the tranny first,then the ranger shifter,without letting up on the clutch till ive done both shifts,correct?

i could also just keep the ranger in direct,and shift into 4th normally,and then shift the ranger into OD,correct? if i dont need to split all the shifts,this would be pretty much like shifting into 5th gear...

ive got a ranger OD ill be eventually installing with an sm465 into my project tow rig. i run a 6.2 and 4.10 gears with very small tires,wich helps off the line,but i definately need an OD to keep it highway friendly.

You got it right. Just remember to always make the upshift first (if there is one) no matter what you are doing.

Normally I don't need to split gears. I just go 2,3,4,OD. but it is nice to split sometimes like climbing a hill where there are curves and you want a gear that works for slowing down for the curves and speeding up on the straights wihout shifiting.. If there is a perfect gear you can just about always find it with 8 choices...

Well ordered the dang thing the other day from Tellico4x4 in alabama.. for approx 1375.00 Shipping to the door of NE Wyoming was totaled at 1425.00 total cost... now comes the fun part.... they did say that there is a 2-4 week waitning period for build... and they will put a vent tube on top if requested...

Update,,,, well the BASTARDS at ADVANCED ADAPTERS seem to be 2 months behind in there work.... I called Tellico at the 3 week mark of the "2-4 weeks for build and delivery" and after raising some sand and argueing my point of a deadline, they did some digging and Jim called me back. he said that AA was going to ship my Overdrive on Oct 12 supposidly, Hell I ordered the blasted thing on Sept 3rd, thats 7-8 weeks instead of the 2-4,,,, and he also told me that there is a two month waiting list for Atlas transfer cases... I guess when you have a corner hold on the market you can hold and yank every ones nuts as you please... needless to say Ill keep playing with my junk yard bones and avoid AA in the future if at all possible.

Sorry they're lagging. I bet you will think it is worth it in the long run though.. I love mine and hitting overdrive is just sweet!

---Well I didnt cancel the order,,,, but yes Im pretty fired up over the mess. because as of now when the thing is installed I have only a few days of breakin time on the new system before I have to load up and run 500miles one way to my winter job in the Colorado Rockies. If the stated 2-4 weeks was adhered to I would have close to 3 weeks of breakin time and time to finish the stick routing and floorboard mods as I had intended too the correct way. Not to mention driveshaft modifications. I am currently sizing a driveshaft for the rear and measuring it for the expected 7.5 inches of driveline re-placement, in anticipation for installation of the Ranger, so as not to be waiting on the driveshaft shop in Rapid City SD to drag their feet over the rear shaft the way they have on the front shaft..... Yes Im looking forward to haveing OD and the ability to split 3rd to 4th on the grades down in the canyon, but I will keep this in mind when refering or dealing with an Advance Adapters part in the future.

For those running the Ranger OD.... any issue with noise?

One thing I liked about it was using it for a "bell housing adapter" for a Vortec to Stock Toyota (FJ60 Land Cruiser) manual transmission. This would allow for the stock 4 speed to keep in place, but drop the RPMS on the road.

Good point about the input shaft inertia... I'm pretty good about matching engine rpm to transmission speed with shifting.

Well Im on the case again.. supposedly the knot heads will have the OD finished tomarrow, ( Fri OCT 12,) and shipped out on Monday OCT 15, heading up to me in Nowhere WY. Granted the barring of shipping hold ups the OD should be here on Thurs. and the local shop will begin the proces of installation. Still ridiculous since I ordered the dang thing on SEPT 3rd and now we are half to 3/4 way through OCT.... The shafts are cut and waiting on the OD, and Im removing the interior of my truck today as I go back to work tomarrow through next weekend. I just hope this thing dont break the bank between having those shafts cut and Krueters bill of install. Stay tuned next week, same batty time, same batty chanell.

well its in and done with,,,, almost... the Ranger was shipped on tuesday OCT 16 and arrived at 3:30pm in Devils Tower WY, to Krueter Automotive on Friday OCT19th. Krueter got it installed the following Monday Oct 22nd/23rd and I got my Jolly Green Giant back on wed, the 25. took it for a spin and yes, hitting OD is just plain Sweet.... the install ran me $591.00 100 for the front shaft, 120 for the rear shaft, thats a 2 peice shaft, replacement of the carrier bearing and 2 ujoints and the rest was labor for installing the OD and welding up the old holes in the floor pan, and replaceing the output seal in the Tcase and one modification to the exhaust.... pretty decent deal in my opinion,,,, on the other hand I havent been billed for the OD yet... not looking forward to 1424.00 vanishing from my checking acount.

Yes there is a definately pronounced noise coming from the trans hump in the downhill cruise, and my shifting is certainly more delayed due to that added weight on the input of the trans. and their is a bit of a rattling noise when the trans is in nuetral in the morning when I start the engine. (similar to a Ford 7.3 with the ZF trans and the solid flywheel upgrade).. granted this is in 20degree weather. Downshifting into 3rd in that SM465 has never been easy but it is a bear now... figure this is due to my synchros and the want of the trans to be at the lowest possible RPM before allowing it to shift into 3rd. as for drive and driveline vibrations,,, Icant tell of any.. the truck (85crewcab dually 1ton4wd, 6.2 turbo'd sm465/205 on 373 gears) is smooth as a 1ton on 10 ply tires can be, and handles wonderfully. I dont know what the RPM drop is, as I havent gotten the tach kit installed yet, but I can tell the engine isnt screaming at 70mph anymore, instead its loping along at less than 1/4 throttle. I should have scratched up the money to do this conversion along time ago... estimated cost in this conversion is
$2000.00-2100.00 installed with the benifit of keeping the asset of one of the most indestructable driveline combos known to 4x4s.

Est, of installing the NV4500, Mech clutch, bellhousing adapter, transfercase adapter= $1000.00-1200.00, Core trans, maybe if your lucky $500, rebuilding trans (again if your lucky$500, or rebuilt one at $1750.00 + Core of $500,,, and still having to modify shafts at 100 per and rebuilding the Crossmember, and the possibility of haveing to hogg out the input bearing on the T case you can add probly another $200-300, estimated at $2500-3000.00

I always double clutch going down in gears anyway so that really helps. If you aren't getting any grinding then new syncros won't do any good.

NV4500 is a 5 speed and you have an 8 speed! Check your milage when you have a chance - I bet it is a lot better.

Thanks Oil Burnin'.... Your info has been extreemly helpful in the decision to go with this conversion, vursus the NV4500. I put around 260 miles on half a tank 10-12 gallons the other day unloaded at over 75 mph on Thursday when I went to Rapid City to bounce some Ideas off the local Caterpiller mechanics about a C-7 Cat in a 1ton truck (brain Fart Im considering for engine upgrade when the current one takes the next puke)(hopefully not anytime soon, as this 6.2 gets great milage and was rebuilt from the crank up last year, mile at current 20K)
Wed, Oct 31 Ill be driving from Devils Tower WY to Black Hawk Co to start my winter job with the State Park Service, and anticipate calculating milage on the run... last may I made the same run in reverse on a 2.5 tanks 45-50 gal. (each tank is 20 depending on air bubbles and the angle of my warped filler necks.) this time I should be able to make it with in 2 easy, and at normal highway speeds.
Funny note to add, is that as of today I have not been billed for the OD and it has been in my possesion and installed for almost 2 weeks. hmmmm I guess Ill have to Call Tellico offroad and find out just when they are planning on dinging me for 1425.00
Anny hoo.... thanks guys for all the help. and may this be a searchable thread for anyone planning on researching the Ranger Torque Splitter/ Overdrive.
Hillbilly

UPDATE !!!!!

I made the run from Devils tower to Black hawk CO. on 1.5 tanks, approx 30 gal. at 75-80mph. I didnt have to swithch tanks untill around Ft Collins area on I-25.

As of Yesterday the Ranger is Proving itself irreplacable. My co worker bought a truck in Montrose Co, about 175miles and 3hrs from here around Denver, well his plan was to drive it back. Not happening, it crapped out on him in Glenwood springs. thus before I knew what I had volunteered for I said I would go tow it in.... oops thats means going over Eisenhower tunnel and Vail pass...... well we made it, with approx 8-9,000 LBS in tow. I got down to 25 mph in 2nd gear and the Ranger in High, and the drive line never hiccuped. the Turbo on that built 6.2 hit 1,250 for a few minutes, but averaged out at 950 once the downshifting started....
as of today Im looking for a 6bt Cummins to replace the 6.2,(no it didnt blow but I would like to have the replacement before it does.) if anyone is looking for info on the Ranger or 6.2 build ups dont hesitate to PM me and Ill tell what I know. thanks to all who have helped me in my projects to date.

AA's website says the ranger box is only rated for 420 ft/lbs... :lmao:

Anyone ever converted one of these Ranger overdrives to electric shift? I have a 6.2 Turbo/Ranger/SM465/205 in a crewcab and would like to set the overdrive up for electric shift - similar to a 2-speed rearend. Anybody done this before? I was thinking power window motor or an electric transfer case shift motor, but haven't figured out how to limit the travel (rotation). Any suggestions?

They were originally made with an electric shift--used the shift motor off a medium duty truck's two speed rear end. Apparently they were prone to premature failure (the shift motors) I never got a straight answer as to why.

<<<<< have same dilema i need an overdrive stick shift.... but stull unsure on which route to go nv4500 or the od with 465??