Getrag 282 insights

Series8217 · Post by **Series8217** » Wed Feb 27, 2008 5:28 pm

Will, this rebuild kit is from the same company I got mine from, for the same price, and has blocker rings with the sintered brass surfaces.

http://cgi.ebay.com/ebaymotors/MUNCIE-2 ... enameZWDVW

I wonder if GM changed material for the later 90's Getrags. I ordered my rebuild kit for a later 90's transmission. Mine 1990 and 1988 trannys had sintered ones.. I still have to take apart my 91 and see what it has.

-Steven

p8ntman442 · Post by **p8ntman442** » Wed Feb 27, 2008 8:24 pm

My 91 calais getrag had the cross hatched grooves, not like the evo one shown here. It appeared to be sintered brass.

Series8217 · Post by **Series8217** » Wed Feb 27, 2008 9:22 pm

Yeah I'm thinking if they switched they did it after they started calling it the NVG-T550 or whatever, instead of the Getrag/Muncie 282.

fiero-iwan · Post by **fiero-iwan** » Fri Feb 29, 2008 12:18 am

could any of the parts in this kit be used to rebuild my muncie 3.65 4sp?

Series8217 · Post by **Series8217** » Fri Feb 29, 2008 4:16 am

I think the only shared parts are the diff bearings and axle seals.. so no, not really.

Getrag question for Will or others with 282 experience: My diff has a lot of slop in the side gears. I can wiggle the axles up and down in the tranny on each side, but the diff itself stays in place.. I guess I need new (or thicker?) thrust/wear washers. Are these available? My gears are in good shape.

The Dark Side of Will · Fri Feb 29, 2008 6:23 am

How's the inside of the carrier doing?

Series8217 · Post by **Series8217** » Fri Feb 29, 2008 1:15 pm

Looked fine last time I had it apart to check the washers and gears. I'm really sure whats worn out. I do have some spare carriers if it turns out to be galled on those surfaces.

Series8217 · Post by **Series8217** » Wed Apr 02, 2008 3:21 pm

I found the Muncie 5 speed factory manual. It has some interesting info in it.

Rated input torque capacity of 170 ft. lbs. (future capacity of 200 ft. lbs.)

This was the 1987 manual so it sounds like the future capacity upgrade would be the revised diff in the 90's Getrags.

In order to meet "world class" standards of operating noise level, the gear teeth are formed in a two-step process to guarantee control of backlash.
The first step is the hobbing of the gear teeth before hardening. The second step involves shaving the final tooth profiles, after hardening is completed, a process known as "hard finishing."

An MG282 synchronizer consists of:

One hub (splined to a shaft under a light press fit).

One sleeve (match-fitted to the hub).

Three key assemblies, each with a ball and coil spring.

One blocking ring (made of forged steel, with a laser-welded stainless steel insert which is coated with bronze).

One speed gear, with a tapered cone clutch surface and a laser-welded ring of clutch teeth

It even has info like recommended shift speeds and whatnot. Pretty cool.

The Dark Side of Will · Wed Apr 02, 2008 4:13 pm

Wow... is that a standalone book outside of a factory service manual?

Would you consider sacrificing it to make a PDF?

Maybe I should go back and re-read the unit repair section of the FSM before I get too excited.

On a side note, I spoke with a rep of Prager Gear in N'awlins via a mutual friend. We were both looking into custom 1-2 sets for the 282. He said that the first gear had to be made from multiple pieces of steel because there's no tooling in existence which could cut the "clutch teeth" undercut below the gear teeth the way it is made.

Series8217 · Post by **Series8217** » Wed Apr 02, 2008 4:26 pm

Yeah I recall you mentioning that somewhere on another post, thats why I posted that information.

I have the file in pdf format. I don't remember where I got it though. I can email it to you.

EDIT: Nevermind, its 18 megs.. can I send it to you over AIM?

Series8217 · Post by **Series8217** » Mon Apr 14, 2008 7:37 pm

I opened up a 91 Getrag yesterday.
The shift arms in the transmission are different. The main selector is machined hardened steel instead of a forged steel piece like the earlier ones had (with the grain running in the wrong direction). It has a nylon pad on it. The reverse selector is also slightly different and it too has a nylon pad. The shift detent (not for the rods, but for all forward to back motion) on the shift shaft has some different stuff going on with it. The stop pin is different, has a different retainer (they even cast the transmission case differently to support the different retainer), and I think it too has a nylon snubber (can't remember for sure). I didn't pull apart the gear clusters out of lack of necessity, so I'm not sure what the synchro rings might look like. Externally they don't seem to be of the solid bronze variety judging by the color, so they're probably the same as the earlier ones.

befarrer · Post by **befarrer** » Tue Apr 15, 2008 2:49 pm

Somewhere around then they changed the official name from the Getrag HM282 to the New Process T550. And from what I read on the Quad 4 forums, the T550 shifts much nicer than the HM282.

Nashco · Post by **Nashco** » Mon Aug 11, 2008 2:11 pm

Anybody know where I can get a new Getrag detent cover individually (not part of a kit)? The race trans is all ready to button up except for that one part and we were hoping to avoid reusing the old one. I know of a shop in town that *might* have one handy, otherwise I don't have any great ideas.

I hate that it's such a PITA to find such a cheap part that is intended to be a one-time use part on the trans, I think next time I might try to spot weld a few studs to one and see if I can pull it out.

Thanks for any leads. If somebody had one laying around you'd be doing me a huge favor if you could ship it out ASAP and I'll ship you a new one in the next week or two when I can track one down. Our race is in another month and we were hoping to get the powertrain back in the car this weekend and just forgot about the detent cover until now.

Bryce

The Dark Side of Will · Mon Aug 11, 2008 2:33 pm

I might have one.

You do know how to remove it without damage, right?

Just ram a screw driver through the middle, drop it to one side, put the tip on the detent block as a fulcrum and then lift the cover out of the hole. It's cake.

Nashco · Post by **Nashco** » Mon Aug 11, 2008 3:24 pm

The Dark Side of Will wrote:I might have one.

You do know how to remove it without damage, right?

Just ram a screw driver through the middle, drop it to one side, put the tip on the detent block as a fulcrum and then lift the cover out of the hole. It's cake.

I suppose "damage is a relative term, but I consider a hole through a sheet of metal damage.

Yeah, I've pounded it flat again and reused it with silicone covering the wound before on the Fiero, but for the racecar we'd like the peace of mind (not having to worry about a leak getting oil on the clutch).

Let me know if you have one, you'd be doing us a really big favor Will. Like I said, I'd have it replaced in short order and pay for shipping if you can get it there before this weekend. If you mailed it out tomorrow it should get there (Detroit area) by the weekend. Thanks!

Bryce

Atilla the Fun · Post by **Atilla the Fun** » Mon Aug 11, 2008 3:30 pm

I just noticed Will mentioned different first and second gears, but the spread, ratio wise is fine. What we need is a taller final, like 3.00:1.

The Dark Side of Will · Mon Aug 11, 2008 3:42 pm

Every gear except 3rd has two ratios possible. For 1st and 2nd, only the 3.77/2.05 combo was not produced.

All the 1-2 RPM drops are huge. In the stock Fiero gearbox, a 6000 RPM shift drops the engine to 3500 RPM.

I've maintained for a while that for a high powered Fiero, a combo like 2.50/1.85/1.38/1.03/0.72 would be great.

I'm looking in the other direction for finals. I'm going to put my Northstar car back together with a 3.94 final instead of 3.61.

Atilla the Fun · Post by **Atilla the Fun** » Tue Aug 12, 2008 10:11 am

6000 to 3500 is excellent for taking maximum advantage of any decent V8, or even a Twin Dual Cam 3.4. I'd bet you've never driven anything with ratios as close as you propose, but I can tell you from experience that ratios too close is worse than ratios too far apart, you'll find yourself skip-shifting. A Northstar sure can handle the ratios of any Fiero stick-shift, but whatever makes you happy.

Nashco · Post by **Nashco** » Tue Aug 12, 2008 1:42 pm

Anybody with a detent cover? One last optimistic bump...

Atilla the Fun · Post by **Atilla the Fun** » Tue Aug 12, 2008 2:13 pm

how desperate are you for it? is it something that can be found in a salvage yard?