is anyone using a 282 from an J or L body? i looked at the numbers on 60*V6 and i really think the J/L body 282 would be a MUCH better choice for the LG5 than the W-body 282 or any Quad-4 version of the 282.
J/L 282 has the same FDR as the W-body 282, however 1st gear is 3.50 instead of the steep 3.77 the W-body 282 has. J/L 282 2nd gear looks better too. J/L 282 has a 2.05 2nd gear compared to the 2.19 W-body 282 2nd gear. i think i'd have much better traction in 1st and 2nd with a J/L body 282 for sure.
anyways, 3rd gear is the same between the two. J/L 282 4th gear has a slightly overdriven .94 compared to W-body 282s 1.03 4th gear. J/L 282 5th is better too...you get .72 5th gear (28% overdrive) compared to the W-body 282s .81 (19% overdrive) for better gas mileage.
i have an extra perfectly good W-body 282 sitting in my garage and now i'm thinking i might just end up selling it off and looking for a J/L Getrag 282 instead. i already know where one is and it is at a junkyard that practically gives me stuff. i'll have to check it out....i think the less steep 1st gear would make it easier to launch and the less steep 2nd gear would give me some much needed traction and let me stretch out 2nd gear a little longer. what i'm really curious about is the transmission mount between various 282s....if the mount can be interchanged no problem then swapping a different 282 into a W-body should be easy.
lately i'm rather sick of the whole LG5/5-speed thing. anytime under 35mph and there is just no traction at all....not until i get into 3rd gear anyway. maybe some sticky 245s and a 282 from a V6 Beretta will change my mind....
I agree the J/L 282 does look like it would be a much better choice for an LG5 car. If you could find out if it would mount the same or how hard it would be to make it work I'd appreciate it, because I'm hoping to do a 282 swap very soon and I really don't want the rediculously short w-body 282 gears, I think it will be pretty useless.
Shawn
Quote from: dbtk2I agree the J/L 282 does look like it would be a much better choice for an LG5 car. If you could find out if it would mount the same or how hard it would be to make it work I'd appreciate it, because I'm hoping to do a 282 swap very soon and I really don't want the rediculously short w-body 282 gears, I think it will be pretty useless.
Shawn
yes, honestly i am so sick of my Cutlass that i think i'd rather have an auto! 1st and 2nd gear are sooooo utterly useless that i have to really feather the throttle until i get into 3rd....then i can
finally go WOT :( it's really not fun to drive this way at all and i'm going through front tires very quickly.
x3 pretty much let us know what you find out :)
J/Ls don't have an intermediate shaft though, do they? Will ours bolt up?
Quote from: GutlessSupremex3 pretty much let us know what you find out :)
J/Ls don't have an intermediate shaft though, do they? Will ours bolt up?
yes, they do have an intermediate shaft but i'm not 100% sure it will bolt right up yet. fwiw my Cutlass has an intermediate shaft bracket from a Beretta but that doesn't say much. i have the next two days off work and i intend to go to the j/y to find out. i will get pics of course. i would be REALLY surprised if all 282s were not interchangeable. obviously the Q4 has a different bellhousing than the V6 282s but besides that i'm betting they are easily interchangeable...at least i'm hoping so. it doesn't make sense that GM would use a different 282 case for different V6 applications. as far as i know, god910 was using an L-body 282 in his TGP....
z284pwr has an '89 Beretta with a 5-speed in his sig....maybe he can tell us what's up? :)
Cases are the same, considering we pulled the engine that was in the TGP, bolted it to the L-Body 5spd and droped it in the "88" :wink: Beretta.
All GM 60*V6 trans appear to have the same bell housing, its the Quad 4s and other 4cyl engines that appear to have different bell housings, which "technically" can be replaced for a V6 one
do you know if the L-body 282 has the same tranny mount as the W-body 282? or if the L-body 282 mount is different, can a W-body 282 mount be bolted to an L-body 282?
i know the bellhousing is the same for all V6/282s, but i want to know if everything else is the same on the 282 case regardless of wether it goes into a Cavalier, Beretta or W-body - tranny mount, slave cylinder mount, shifter cable brackets on the trans, intermediate shaft interchangeability etc.
thanks! :)
Does the lighter weight J/L body 282 have the same torque ratings? Maybe that is why Black Sunshine shit her gears all over the track so early? :shock: 8)
Quote from: TGPilotDoes the lighter weight J/L body 282 have the same torque ratings? Maybe that is why Black Sunshine shit her gears all over the track so early? :shock: 8)
as far as i know it's the very same trans except for the actual gear ratios (1st, 2nd, 4th and 5th). it should be a Getrag 282 just like the W-body uses and be just as strong and weigh exactly the same.
i know the lower output 4-cylinder engines recieved the Isuzu 282, and that one should be avoided.
i think Jay may have been using slicks when his trans puked all over the track?
it's too bad a lower (numerically) FDR isn't available so we could get a hybrid 282 built. alot of the Turbo Dodge guys are doing that.
I posted on the B.Net message board to see what they say about the mount interchangability. As I have never seen a 5spd W-Body upclose so I dunno how the mounting system is, however, I would assume the mounts can be changed just because we had the one off of the Beretta when we had it out. Its like was mentioned earlier, why would GM go into the big hassle of making it that much different between models, it increases production cost right. It would be like them having a different alternator for every model.....
Quote from: TurboSedani think Jay may have been using slicks when his trans puked all over the track?
Yeah, IIRC he was running slicks and launched it pretty hard and thats what caused it to blow to pieces.
Shawn
I think he actually had the slicks installed that day IIRC. damn shame.
They weren't slicks, they were Nitto drag radials. Plus, he was only ran a low 15 on the previous run so it's not like it was being pushed that hard....sorry Jay :P
I ran 15.27 with a slipping clutch and high altitude! :shock:
I think there were some issues with the 282's, but what will soon be determined and corrected... :wink: 8)
well I own a 91 cavy z24.. Has the 3.1 with the 5 speed.. I can take pics and post them if ya want me to.. or you can look here and see the ones that I already have up.. http://www.sounddomain.com/ride/2044177
If you would like a spacific pic just ask
Quote from: Toomanycarswell I own a 91 cavy z24.. Has the 3.1 with the 5 speed..
I wonder if you could give us some insight on a few things with that motor tranny combo to see if there is really a difference?
What is your RPM at 55mph, 65mph, and 75mph in 5th gear?
What speed are you showing in 1st at 5000RPM, 2nd 5000RPM, 3rd 5000RPM, 4th 5000RPM.....oh and 5th at 5000RPM!! :wink: :lol:
Quote from: TGPilotQuote from: Toomanycarswell I own a 91 cavy z24.. Has the 3.1 with the 5 speed..
I wonder if you could give us some insight on a few things with that motor tranny combo to see if there is really a difference?
What is your RPM at 55mph, 65mph, and 75mph in 5th gear?
What speed are you showing in 1st at 5000RPM, 2nd 5000RPM, 3rd 5000RPM, 4th 5000RPM.....oh and 5th at 5000RPM!! :wink: :lol:
Better idea, what is the final drive of the L-Body 282? Get that, and go here...
http://www.kabamus.com/garage/gears.html
Find your Speed per RPM up to 8000 :wink: even better, and you can actually get it to 5000 in 5th gear :P
well my hopes of using a Getrag 282 from a J/L-body went right out the window. my brother and i went down to Denver today to go junkyarding. i immediately found a 2.8/5-speed Beretta and found some big problems:
- the slave cylinder setup is way different. on a W-body 282, the slave cylinder attatches to the transmission and actuates the throwout bearing shaft inside the bellhousing. however, on an L-body 282, the slave cylinder mounts onto a bracket, and actuates the throwout bearing outside of the bellhousing! hard to explain but it's very easy to see once you take a quick look underhood. now for a minute there i was thinking that i could simply switch over to the L-body style slave setup (which would require swapping out the TO bearing shaft too), but there is one big problem with that - the slave cylinder and bracket is placed right where the turbocharger on an LG5 engine would be :icon_confused:
- the other HUGE problem is the L-body 282 case itself. it simply CANNOT be used in a W-body because there is nowhere to bolt up a W-body 282 tranny mount. there isn't even a boss there that you could drill & tap - the case appears to be a completely different casting. the L-body 282 doesn't use a mount that sits between the cradle and transmission itself like a W-body 282 does. it uses what looks like a dogbone style mount on the front lower side of the transmission, and another one on top of the transmission in front of the throttle body. the upper tranny mount actually doubles as the slave cylinder bracket.
i must have found at least 10 Getrag 282s in Berettas and Corsicas. every one of them was between '88-'90 so a later year L-body may be different. i did not find any Getrag 282s in J-bodies, however i did find a '91-ish 2.0/Isuzu 5-speed Cavalier and it had the same wierd external slave cylinder type that the L-bodies had. one thing i noticed was that the Izuzu trans (RPO MK7) looks wayyy different than a Getrag 282. i only found one W-body Getrag 282 which was in an '88 or '89 Grand Prix. i grabbed the shifter, cables and shifter boot from that car so i would have some extras. the j/y that had this GP was selling transmissions for $29.99 today but i decided not to pull it. fluid was pretty low/dirty and the outer end cap for the TO bearing shaft was missing. likely would have needed a full rebuild so i didn't bother with it since i already have an extra perfectly good W-body 282 sitting in my garage at the moment. oh, i also got a nice sunburn :icon_lol:
anyway, i think the only way you could gain the benefit of the L-body 282's lower 1st and 2nd gear ratio (numerically) would be to have L-body 282 internals installed into a W-body 282 case. or at the very least get the W-body 282 rebuilt using 1st and 2nd gears from a J/L body 282. i am not sure if this is possible or not?