orangefj45
Supporting Vendor
i have sold quite a few of them now, and have not heard of anybody breaking a nose cone with the saver on there. that does not mean it can't happen but it's a cheap add-on that can't hurt.
hth
georg @ valley hybrids
O R I O N
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i have sold quite a few of them now, and have not heard of anybody breaking a nose cone with the saver on there. that does not mean it can't happen but it's a cheap add-on that can't hurt.
hth
georg @ valley hybrids
You want to send me one for "testing"
I plan to beat the crap out of mine and see what really happens.
Got to love Powder Coating.... (SGPowder.com)
I plan to beat the crap out of mine and see what really happens.
Got to love Powder Coating.... (SGPowder.com)
- Thread starter
- #203
orangefj45
Supporting Vendor
for you michael?! absolutley. hit me via pm with your ship-to addy and i'll send one out to you.
i expect to see you beating the snot out of it at the cruiser crawl later this year. i'll be there for sure.
georg @ valley hybrids
Mine is #493. I had a few issues getting it all together and I used about 5 different cases for parts so all of the internals are almost as good as new. It will be a 10 spline input w/ a fine spline main shaft (post 75ish) and a stock Ft output. It is a 4:1 case and the High speed gear that they sent me didnt want to slide over the main shaft without some serious honing.
I used a stock thrust washer on the high speed side and a stepped washer on the low speed side.
I used a OEM shift Fork(clearenced) and collar w/ the OEM Rail and AA detent ball and spring.
Also in the process of disassembling 5 different t-cases from 71-77 I came across a few interesting differences in the cases. Some of the Shift forks were cast differently and the collars were a bit different. All of the parts looked dimensionally the same and function the same but some just looked a bit "updated" and the older parts looked a bit crude by comparison.
Also the shift collars are not the same front to back so if it is installed backwards (which would be easy to do) it would cause all kinds of strange shifting problems.
I used a stock thrust washer on the high speed side and a stepped washer on the low speed side.
I used a OEM shift Fork(clearenced) and collar w/ the OEM Rail and AA detent ball and spring.
Also in the process of disassembling 5 different t-cases from 71-77 I came across a few interesting differences in the cases. Some of the Shift forks were cast differently and the collars were a bit different. All of the parts looked dimensionally the same and function the same but some just looked a bit "updated" and the older parts looked a bit crude by comparison.
Also the shift collars are not the same front to back so if it is installed backwards (which would be easy to do) it would cause all kinds of strange shifting problems.
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Well my #493 is going behind a 5.0 and a NP435
I dont think you will mistake them but that IS very interesting. Way to go AA......
I dont think you will mistake them but that IS very interesting. Way to go AA......
orangefj45
Supporting Vendor
hahaha, that's too funny. i built "another" 493 about two months ago. 
better talk to randy.......
better talk to randy.......
orangefj45
Supporting Vendor
did you drill the rail for the set-screw in the rear of the case?
rusty_tlc
Dain Bramaged Member
4+9+3=16 ->>> 1+6=7hahaha, that's too funny. i built "another" 493 about two months ago.
better talk to randy.......
Seven is a lucky number.
Nope. They didn't send me the shift fork (hence me modifying one) or the set screw for the shift rail. Either way I don't see the shift rail actually moving w/ the preload that I have on the fork now.
From all that I have read My best guess is that the root of the problems had more to do w/ the forks, collars and main shafts not the shift rail itself. AA just used the rail to "hold" the collar in place in cases that weren't exactly correct. You can also do it w/ a bungee cord on the leaver.
I also Installed #429 (4:1) in a stockish FJ40 for a customer ~20,000 road miles ago and it has had Zero issues to date. I did use all of AAs parts in that case however.
- Thread starter
- #212
That will put a load on the fork and cause the fork to wear, eventually leading to shifting problems again.
I know, that was kind of a joke.
- Thread starter
- #214
This is used as reference out here, by A LOT of people that are not on the inside of the humor...and not active out here. Some people may think that it is required to keep this case in gear, just like their old, worn out stock junk...
I have found that while the setscrew may center the shift rail to the case that does not mean that the shift rail is centered to the main shaft, collar and gears.
Advance Adapters last round of modified range forks were deformed during heat treat. I have at least a half-dozen that bind on the collar when trying to shift them. I have been able to use one in the last five cases I have assembled. The other four have been modified stock shift forks.
orangefj45
Supporting Vendor
I have found that while the setscrew may center the shift rail to the case that does not mean that the shift rail is centered to the main shaft, collar and gears.
Advance Adapters last round of modified range forks were deformed during heat treat. I have at least a half-dozen that bind on the collar when trying to shift them. I have been able to use one in the last five cases I have assembled. The other four have been modified stock shift forks.
i've found the same thing. i have about 5-6 of the rails on hand and try each one in every case i build and then run the rail/fork combo that works best. sometimes i like to use a pair that favors the low side just a little......
as for the forks, they have been an issue. i've been using modified stockers for a while now. experienced some pretty serious wear on a few of the aa units.
at least by now we have most of the issues with these cases figured out and they seem to be holding up well.
we had broken the front output on the first orion i ever built ( years ago ..... ) screwing around and were really bummed out about it. that particular case was/is an early production model. it has never popped out of gear, ever. and we beat the snot out of it every chance we get. so taking it apart was a little nerve-wrecking since we did'nt want to "disturb" anything. turns out it still works great. we had it at the roundup in TX, beat it like a red-heahded stepchild and it's still never popped out of gear. good times.
S4Cruiser
SILVER Star
Just picked up an Orion case yesterday (will go behind a 465). Case # 459 with 4:1 ratio. Should have it installed in the cruiser in the next month.
Will report back on any issues then.
-Jon
Will report back on any issues then.
-Jon
I have a new Orion # 481 that Poser put together for me. It is conneted to a TH350 auto tranny and a 400ci sbc. I could not be more happy with it. It runs quiet on the road and very slow on the trail. Thanks again Steve
Albee
Albee
orangefj45
Supporting Vendor
#95,500 and 501 
all 4:1 gearing. 500 is going to NM, behind a th350. 501 is going into a 40 i have here behind an nv4500. 95 is a repair ( long story but basically the owner's fault that it blew up ) going behind a th350 in a 40 i have at the shop.
i'll post the 95 story later.
georg @ valley hybrids
all 4:1 gearing. 500 is going to NM, behind a th350. 501 is going into a 40 i have here behind an nv4500. 95 is a repair ( long story but basically the owner's fault that it blew up ) going behind a th350 in a 40 i have at the shop.
i'll post the 95 story later.
georg @ valley hybrids
orangefj45
Supporting Vendor
two more shots of #500
#95,500 and 501
all 4:1 gearing. 500 is going to NM, behind a th350. 501 is going into a 40 i have here behind an nv4500. 95 is a repair ( long story but basically the owner's fault that it blew up ) going behind a th350 in a 40 i have at the shop.
i'll post the 95 story later.
georg @ valley hybrids
What do you have to have to mount one up to an NV4500?
