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getrags are for ecotec. Also they were practically NLA from the day they rolled out of the factory, not a bad box but no good if you can't rebuild them or upgrade them.

getrags can go on buick too
you can't rebuild or upgrade? you absolutely sure.
i know a certain racer who loves his and it gets a hard time

For ten plus years too...

I did this research years ago on whether to go getrag or t5. Turned out no trans shops could get gears or most of the internal parts for the matter. Only option was used salvage parts. bearings and basic syncro rings were available, that was like 10 years ago. Be impossible now.

Yes you can fit getrag on a buick but its a step backwards in many ways. Sloppy link shifter, extreme heavy flywheel, about 70% more than t5, thats the lighter solid mass, god knows how heavy a dual mass would be and the VT onward style rubber yoke coupling makes a spongy driving experience.

Also its a lot harder to do it that way vs a t6 on an ecotec as you need all the one off getrag parts and custom balance the flywheel/pressure plate.

Besides the T5 is a nicer and faster shifting box, lighter and parts are common and interchangeable for really customisable box. And you can get stronger aftermarket gears of all sorts including straight cut

Biggvl wrote:For ten plus years too...

1989 model box 600,000km, ex burnout car and then Vlad abuse and still worked like a champ.

Anyway, anyone know exactly which resistor on the speedo does the calibration?

wasnt that a teeth per sender thing?

That's one way but not the most accurate way of doing it. I don't want to loose that sub 0.5Km/h accuracy the VP speedos normally have.

Starting the process of a PWR radiator design, based off my old design but increased core size and density plus changes to the shroud mounting bosses to accommodate room for the shroud because of the larger core.

I'll see if I can find the link and way back machine the thread for the resister mod the page doesn't exist anymore