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<!--webbot bot="Timestamp" S-Type="REGENERATED" S-Format="%m/%d/%Y" startspan -->09/01/2003<!--webbot bot="Timestamp" i-checksum="12516" endspan --></font><P></P></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
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<p align="left"><font size="1" face="Verdana" color="#FFFFFF">Reprinted
from Rodney Dickman's Website with permission.</font><b>
<p><font face="Verdana" size="1" color="#FFFFFF">5-SPEED GETRAG
TRANSMISSION<br>
SECRETS, MYTHS, TRUTHS, CONVERSIONS</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">Written by
Rodney Dickman. Last updated: 10/21/2000</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Introduction:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">How do you even
pronounce it? Get-rag, Get-trag, soft G? long G? No matter, it
is one of the most desired Fiero transmissions. What's a 2-seat
sports car with a V6 mid-engine car without a row through the
gears trying to make you feel like a Jones, Unser, Andretti,
etc.!</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">History:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">Introduced as a
running change in the 86 model year, the Getrag 5-speed replaced
the 4-speed Muncie unit used on the V-6 Fiero's in about June of
86, near the end of the 86 model run. There is no count on
5-speeds vs. 4-speeds in 86, (best estimates are about 2000),
but approximately the last 10 percent of the production run had
the Getrag when you ordered a V6 (the 4 cyl. kept the 5-speed
Isuzu starting in 1985 all the way through and including the
87-88 Tech 4's).</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">The
transmission was actually designed and used in Germany for a few
years then modified for use in American FWD cars and the Fiero.
It was built by GM in their Muncie, Indiana plant for use in GM
V6 cars, hence the occasional reference to Muncie/Getrag. The
case was redesigned to fit GM V-6's and the Quad 4's. GM decided
it was more economical to buy the Getrag design than start from
scratch to design their own 5 speed transmission for the higher
torque 2.8 and larger V-6's. All late 86's, 87 & 88 V6
manual transmission Fiero's had the 5-speed Getrag. A little
calculation (no hard #'s are available to my knowledge) would
indicate about 20,000 5-speed Getrag's were built in late 86, +
87, + 88.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Application:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">General Motors
used the Getrag in all 5-speed V6 and Quad 4 applications (And
the rare 4-cylinder turbo) and they are all basically identical.
They all have a final drive ratio of 3.61:1. In the Quad 4
Getrag's, GM varied some of the gear ratios of the individual
gears (1st - 5th) depending on the application but they all
retained the 3.61 final drive ratio. On the V-6 Getrag's, 1st -
5th gear ratios are always the same and all have the 3.61 final
drive ratio. Quad 4 Getrag's only fit Quad 4's and will not bolt
up to a V6 unless you swap the bell housing case half to the V-6
type. A V6 Getrag will also bolt up to the Fiero 4 cylinder,
3.1, 3.4 (push rod and DOHC) and 3.8. In addition, a rare 3.94
final drive was used in the 92-93 Quad 4 hi-performance with the
W41 option. This 3.94 final drive gear set can be installed into
any Getrag but you cannot get them new anymore and are hard to
find used.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Converting to a
FWD Getrag</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">I see numerous
Fiero owners who:<br>
A. want to upgrade a 4-speed to a 5-speed,<br>
B. change an automatic to a 5-speed,<br>
C. use a 5-speed with an engine conversion.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Since so few
Fiero specific Getrag's were made, and since obviously many are
still in operation, you do have an option: Obtain a 5-speed
Getrag from a non-Fiero car and transplant it into your Fiero! A
general list of cars that used this transmission on a 2.8 or 3.1
are as follows:</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Cavalier 87-89<br>
6000 87-88<br>
Beretta 87-89</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Celebrity 87-88<br>
Corsica 87-89<br>
Cimarron 87-88</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Fierenza 87</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Other 1987-94
Getrag's have a different internal slave cylinder/arm set-up. On
these Getrag's the slave bolts directly to the bell housing and
the release arm is inside the transmission. I currently offer an
adapter to use these later year Getrag's to be used in the
Fiero. Cars that use this type of Getrag are typically the Grand
Prix, Grand Am, Etc. Most, if not all, Quad 4 Getrag's have this
internal arm set up.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Expect prices
to vary greatly from one salvage yard to the next. I have seen
them sell for $50 to $250 and up. Typically when I call around I
tell them I need any 5-speed from a V-6 FWD GM car. They will
have the Hollander exchange book and will be able to see if they
have a Getrag in stock. This same book will say the FWD Getrag's
interchange if you turn an arm around. That is a misprint, and
is why I bought a FWD Getrag, which lead me into making the FWD
conversion parts.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Most front
wheel drive Getrag's use a steel pick-up cog on the differential
carrier for the speedometer. This will need to be replaced with
the plastic gear used in the Fiero. Any 85-88 Manual speedometer
sending unit will work. The GM part # is 8672319, about $10. To
install this gear, you will need to "split the case".
I have all the necessary instructions on my web page to
accomplish this task. While this sounds difficult, it is
actually "very doable" for the average
do-it-yourselfer. The correct sealant to use between the case
halves when reassembling them is Locktite 518 gasket eliminator
flange sealant, although silicone will work just fine. A GM
dealer will sell you the 518 sealant (their packaging) for a lot
more than if purchased elsewhere. It may be hard to find
elsewhere though. I hope to have it on my web page soon.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">There is one
design change in all of these Getrag's used in the front wheel
drive V-6 vehicles. The rod where the shift arms connect to is
shorter than the Fiero Getrag's. When the Fiero shifting arms
are installed on these transmissions, 1st and 2nd gear select
will not be possible. Also, the upper cable will be at a severe
angle, which will greatly reduce cable life. Since I was able to
have a Beretta and a Fiero Getrag transmission on hand, I was
able to design the FWD Fiero Short Arm Shift Conversion
Assembly. This assembly replaces the Fiero unit and allows the
shorter shifting arm Getrag to be used in the Fiero. This is
offered on my web page along with reproduction Getrag brackets.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">To change a FWD
Getrag to the Fiero style longer arm is very labor intensive and
requires the transmission to be completely disassembled. It is
much easier and economical to use the FWD conversion arms I
offer.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Parts Needed to
Convert from a Non-Getrag Fiero:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">When converting
from a non-Getrag Fiero, you will need to use these V6 Fiero
Getrag specific parts: The cast iron release arm that goes from
the slave to the arm in the bell housing, GM part No. 14105798
(no longer available from GM), slave and shift arm assembly
complete (aluminum), GM part No. 10040978 (no longer available
from GM). The Fiero Getrag slave cylinder. All the Fiero master
cylinders have the same size bore so either can be used. The
early master cylinder is aluminum while the later is steel. The
clutch pedal should be replaced if it is aluminum. Also needed
are Fiero Getrag front and rear transmission mounts, Getrag
shift and select cables (I have aftermarket ones available) plus
any 5-speed shifter assembly (The part in the center console, 4
cylinder ones are the same and are plentiful), and Fiero manual
transmission axles. (85-88) All the manual transmission axles
used in the Fiero are the same whether V-6 or 4 cylinder. I have
all the brackets listed above reproduced and are on my web page.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Wear and Tear
and Rebuilding Tips:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">What to watch
for: The Getrag is an extremely durable and long lasting
transmission but it has one major problem. That involves the
Timken side bearings on the differential assembly (Where the
axles exit the transmission). As these bearings wear, the
differential assembly will twist during acceleration and
deceleration. If the wear gets too great, this will put pressure
on the main shaft, which has the pinion gear hobbed onto it. The
ring gear and the pinion gear run parallel to each other. When
pressure is applied to the main shaft pinion gear, this shaft
will fail. The shaft will be pushed into the bearing, and the
bearing face, which is the shaft itself, will deteriorate. The
pinion gear is on the end of the shaft with only a bearing race
after it. The shaft is, unfortunately, the bearing race on this
end. A new shaft is expensive if needed. (GM part# 14082129)</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">When checking
for wear - just shaking an axle is not a true indicator of wear.
There is a certain amount of play between the axle and the
differential. A better test is to shake an axle up and down and
watch the opposite axle for movement. A "perfect" test
is no movement on the opposite axle. Any movement means the
differential bearings are worn and replacement of the bearings
may be advised. You can use a trans with slight wear. Replace
only if serious looseness is noted, or if you want to have a
"perfect" trans. I also sell the add-on axle
stabilizer bearings that take a lot of load off these
differential bearings. These are on my web page. These are
strongly recommended anytime you have the transmission or axles
out as cheap insurance!</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Any higher (50
K or more) transmission may need a new clutch release arm. If
you buy a transmission with a lot of wear on the carrier
bearings, you probably will need to buy a new main shaft. A
$250+ Getrag unit that needs an overhaul may be a better bargain
than a $750 unit that needs a minor overhaul anyway. There is
always a possibility that there could be some items in a high
mileage unit that would be worn and in need of replacing.
Because of the prices of some of these internal parts, this
quickly makes it foolish to consider a high priced unit that
needs an overhaul. You may want to make it clear (In writing)
that the yard you buy from guarantees a "rebuildable
core". I bought a Getrag with 134,000 miles on it, which
looked like few, if any, oil changes were done on it, and the
main shaft and Timken side bearings were the only major problems
(The side bearings had quite a bit of wear). The rest of the
internal parts showed remarkable little wear!</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Miscellaneous
Tips:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">FWD Getrag's
have a long axle assembly arm bolted on the case. This easily
unbolts and the axle can be pulled from the differential. With
the outer housing removed grab the axle with the large pliers
etc. and hit the pliers with a hammer to release it.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Axle seals are
very tough to install. Tip: Remove some or most of the sealant
that is on the seal and use some of the Locktite # 518 sealant.
Find a suitable round driver that will match the outer lip area
to tap the seal in. (Try a piece of PVC pipe). Anything less is
asking for trouble! If the wire spring falls off when installing
the seal just use two small Allen wrenches to reinstall it.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">You will also
want to obtain part of the wiring harness from the donor car
that goes to the reverse light switch (It's on the transmission
on the Getrag) if you are converting from a non-Getrag Fiero
Fiero. This will allow for a detachable connection when rewiring
for the reverse lights.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Overhauling a
Getrag:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">Overhaul: When
a Getrag is overhauled, there are a couple of items that must be
replaced, at a minimum. They are the input shaft bearing (Where
the throw out bearing rides on) GM part# 14082181. The main
shaft side bearing below it, (GM part# 14092035) the 2
differential bearings, (GM part# 9437733) and the axle seals,
(GM part# 90342143). If the transmission has over 70,000 miles,
the clutch release arm and bearings may also need to be
replaced. The 2 large sealed bearings on the opposite side are
normally reusable unless this is a high mileage unit. (Over
100K). The rest of the internal parts must be checked and
replaced if necessary. More than likely, none will be needed.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">Who should
overhaul a Getrag? Since this transmission is such a low
production and durable unit, very few people are familiar with
them. Few, if any transmission shops are knowledgeable on these
units and should probably be avoided. These shops do most of
their business in automatic transmissions and generally exchange
failed manual units with salvage units. I am fortunate enough to
have a transmission rebuilding shop in my area, which only
rebuilds manual transmissions (Also rear axles and transfer
cases). They do not remove or install them, only rebuild them.
These are things that you should be looking for in a re-builder,
since the overhaul involves both a manual transmission and a
rear axle set-up. Setting up the correct "Crush" on
the side bearings for the differential is extremely important
for long life, since this is the weak link of the Getrag.
Improper crush will greatly reduce the service life of the side
bearings. Two different size shims are used in the rebuilding
process, 62mm and 63mm OD. When GM built these transmissions,
they had special assembly jigs and used a "select fit"
single thickness shim. The GM service manual lists these shims.
More than likely, when a Getrag is overhauled, the shim
thickness will most likely change from the original, because of
the new bearings that are installed. When a re-builder sets the
"crush" on the differential bearings. Typically they
will add shims until they feel the rotating resistance is
correct (This involves splitting the case several times). My
re-builder stocks several thicknesses of shims for this purpose.
Most transmission shops might stumble at this point and possibly
not do the job correctly. They may just use the old shims, which
could be too thick or too thin. Since it is no small effort to
redo this, it should be done correct the first time.</font></p>
<b>
<p><font face="Verdana" size="1" color="#FFFFFF">Summary:</font></p>
</b>
<p><font face="Verdana" size="1" color="#FFFFFF">In summary, if
you are going to convert to a 5-speed Getrag, you should not
only consider your options, (may be less expensive to find and
buy a 86-88 V6 with the Getrag, or find one in a salvage yard
with a blown engine!!), but shop carefully, get a warranty if
possible, exchange privilege, check parts availability, and most
of all be prepared for a long labor of love in this replacement.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">I will be happy
to discuss the Getrag swap with anyone interested, plus provide
the necessary shift kit that will mate the FWD Getrag to the
Fiero.</font></p>
<p><font face="Verdana" size="1" color="#FFFFFF">I can be
reached most evenings at 414-762-9244 or e-mail at <a href="mailto:[email protected]">[email protected]</a>.</font></p>
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