GT-50

G-Force is happy to introduce our latest and possibly most revolutionary clutchless transmission to date. Not since the launch of our GF-2000 has any new transmission been so anticipated. Combining proven technology from our past and totally new design strategies for the future, G-Force has once again raised the bar in terms of transmission design and manufacturing. The G-Force GT-50 clutchless 5-speed transaxle is the new standard for front wheel drive drag racing transmissions. Available in either manual or air-shifted designs, this transmission is not just a revamped rear drive unit reconfigured for front wheel drive installation. It is a "clean sheet" design that was done for the sole purpose of revolutionizing sport compact drag racing. The GT-50 is not like an ordinary transaxle in nearly any terms.


This transmission has some very unique features that are very racer friendly. Some of these features are a fully clutchless design, a totally new modular case, an interchangeable bolt-on bellhousing, and optional remote mounting. This transmission also has a "quick change" gear set that is easily accessible inside the rear cover plate for extremely quick final drive ratio adjustments. The GT-50 will work with any engine combination, including reverse rotation Hondas.

The GT-50 can be mounted in virtually any position without worrying about cumbersome shift linkage limitations. This is because the air shifter operates with just a few airlines running through the firewall. The air shifted design allows the driver to keep both of his or her hands on the steering wheel at all times due to the fact that the shift button is quite small and can be mounted on the steering wheel, if desired. This equates to a much higher level of driver safety. The GT-50 can be mounted like a standard transaxle or it can be remote mounted from the engine (similar to an automatic transmission). This allows for a deeper, SFI approved bellhousing and the use of a standard "slipper" clutch, similar to the ones found in Pro Stock.

While nearly all other transaxles are limited to relatively tall final drive ratios, the GT-50 is available with more gear ratio than most will ever need. This is because of its very unique triple reduction design. This allows for gear reduction previously thought impossible for such a small transmission. Because the GT-50 is a clutchless transmission, it requires a separate slider for each gear. This was accomplished through the use of five unique slider and gear designs. This necessitated the design of five different shift forks and shift rail configurations. At this point, all of these different pieces were then packaged very neatly into one shift block. While this made engineering the GT-50 slightly more difficult, it allows the user to access nearly all of the internal parts very easily. To completely tear down and re-ratio the GT-50 requires only a fraction of the time normally associated with the same procedure in "other" brands.

The GT-50 solves one of the most common problems for today's front wheel drive drag racers in terms of applying the power evenly to the pavement. Where most, if not all of the other transaxles on the market were designed primarily for road, off-road, or rally racing, the GT-50 was designed primarily for drag racing. Because of this, the GT-50 uses a spool instead of a conventional differential setup. A spool is much stronger and much more able to deal with the loads imparted on it in a drag race application. Our spool is available in either a standard 31 spline or a huge 35 spline, depending on the axles that you are planning on running. Because axle needs vary greatly from car to car, we highly recommend the use of aftermarket axles made by a leading supplier familiar with these types of components.

From the start, the GT-50 was designed with big power handling in mind. While determining a horsepower and torque rating for a particular transmission is very difficult, we feel that the GT-50 is more than capable of handling approximately 1100 horsepower in most front wheel drive applications. This rating will vary widely depending upon the application, but in our experience this is a good estimate based on a typical Pro Front Wheel Drive application. Following our belief that strength is paramount, we made every gear in the transmission as wide as possible, and even included an exclusive steel center bearing support, all while maintaining the shortest possible case. The GT-50 utilizes heavy-duty roller bearings wherever possible to further ensure prolonged transmission life. We also have a super-alloy drive gear option for the ultimate in strength.

G-Force T-5

Dedicated racers have associated the G-Force marquee with superior products for years, and now we bring that reputation to the street enthusiast as well.

The much anticipated G-Force T-5 upgrade kits are now available. These kits allow for substantially increased horsepower handling capabilities while utilizing the factory T-5 location and mounting dimensions. This simplifies installation tremendously and assures the stock look, if so desired. For vehicles not already running a T-5, an installation kit may be available for your specific application. While the G-Force T-5 conversion may look identical on the outside to a stock T-5, rest assured that they are vastly different on the inside.

The kits are available in synchronized, dog ring straight cut and helical cut dog ring (NMRA Approved) versions and feature high nickel gears, a heavy duty 26 spline input shaft, and an available 9310 mainshaft upgrade. There is even an optional steel shift fork upgrade. The race only dog ring kits utilize straight-cut gears to cope with the more aggressive dog ring engagement, while the synchronized kit features helical-cut gears for better noise reduction while still retaining extra gear width.

Entirely new transmissions with the kit pre-installed are available if you don't already have a T-5. This assures all new parts are utilized and also gives you the peace of mind knowing that your transmission was assembled by highly skilled technicians.

If a used T-5 is available to you, even a broken one, it can be sent back for the upgrade installation and all worn out or broken parts will be repaired or replaced, at our discretion, with new or remanufactured parts. As long as the case is good, we can use it. Every upgrade kit even comes with the required oil. This oil must be run with the upgrade kit to insure optimum performance and durability. Also, the shifter installation on our conversions is identical to a stock T-5, so any existing stock or aftermarket shifter can be installed. We recommend the use of the Pro-5.0 aftermarket shifter. Normally the stock T-5 is rated at about 300 ft-lb of torque capacity. While this is fine for stock or lightly modified engine combinations, especially running small street tires, it isn't generally enough for most of today's high powered street/strip engine combinations, especially those running bigger, more aggressive tires. This is where the G-Force T-5 kit comes into play. Although we do not like to put torque or horsepower ratings on our products due to the vast differences in clutch, engine, chassis, tire, and mounting combinations, we can give a very rough estimate. There are simply too many variables to consider when trying to figure out how much power or torque a transmission will take in a particular application. Generally, it can be assumed that with the available upgraded mainshaft, the G-Force T-5 kit will handle roughly 600 hp or 500 ft-lb. or torque in a 3300 lb. vehicle running drag radials at the track with a moderate clutch upgrade. Obviously this is just a rough estimate regarding the power and torque handling capability, but it should give some idea as to what the G-Force T-5 kit will handle in your particular application. Our T-5 kits are currently available with the preferred 2.94, 1.94, 1.34, 1.00 ratios in gears 1 thru 4, and because most performance enthusiasts run a relatively steep rear gear, our synchronized kit utilizes a .59 overdrive. This is slightly taller than the stock .68 or .63 ratio and allows the engine to turn less RPM at cruising speed. This equates to less engine wear and better gas mileage while still maintaining incredible acceleration in the first 4 gears - amazing! We are currently working on more ratios for both kits, including a special dog-ring-only road race ratio.