NV4500 swap is underway

[DirtyLarry]

Argonaut hit the nail on the head with the pass side vs. driver side slaves. Regarding the internal slave/release bearing assemblies used on the 96 and later transmissions, I feel those would be harder to install into older trucks as the transmission and bellhousing must be bolted to the engine in one assembly opposed to bolting up the bell first then bolting the transmission to the bell. My K10 and Suburban would virtually be impossible to shove the transmission and bell up already bolted together up to the engine at the same time because the 8.1L engines will not tilt down far enough. An automatic has a smaller trans body where the bell can be snuck up under the floor and past the firewall. A big NV4500, not so much. Just my .02 about using an internal slave on an older rig

[binnsmark]

Originally Posted by DirtyLarry

Argonaut hit the nail on the head with the pass side vs. driver side slaves. Regarding the internal slave/release bearing assemblies used on the 96 and later transmissions, I feel those would be harder to install into older trucks as the transmission and bellhousing must be bolted to the engine in one assembly opposed to bolting up the bell first then bolting the transmission to the bell. My K10 and Suburban would virtually be impossible to shove the transmission and bell up already bolted together up to the engine at the same time because the 8.1L engines will not tilt down far enough. An automatic has a smaller trans body where the bell can be snuck up under the floor and past the firewall. A big NV4500, not so much. Just my .02 about using an internal slave on an older rig

Hey, thanks for the replies! So, am I correct in assuming that there are no external slave GM NV4500's with the slave on the drivers side? Or would it only be 1992?

[DirtyLarry]

Nope, hence the reason I'm using Advance Adapter bells on my rigs instead of a factory GM bell of any sorts

[binnsmark]

Yeah I just duh'd. Thanks for your guys' patience. Much appreciated.

[Bowtie_luvr]

Larry, your work is always clean and very detailed, I enjoy your builds.....

I have a question. I have a NV4500 in a crew cab 2wd(currently) cummins conversion. The NV was out of a c3500hd originally, the 15000gvw trucks with I-beam axles. I used an advanced adapters bellhousing to mate it to the cummins. It has a 35 spline bolt in yoke with dampener. I had originally planned to swap the main shaft to convert to 4x4, since I already have a circular np205. But now, with all the 5th gear fuss, and knowing 2wd 5th gear failure is almost unheard of on the GM 2wd transmission, I'm thinking of doing a divorced Dodge Np205. I should have plenty of room under the crew cab chassis for it. What do you think? Any thoughts on running the divorced transfer case?

['63GENIII]

Been running a divorced Dodge 205 in my single cab for a little over 2 years now with no issues. I've often thought about the 2wd transmissions not having any 5th gear problems as well. You're the first person that I can recall thats mentioned it. out loud at least.

[aotte1]

Planning to install an NV4500 in 64K10 with divorced transfer case and would like help with a couple of NV4500 questions.

I getting the NV from a rebuilding company and have the following options:
1). Aluminum or cast iron tail shaft; and
2). Screw or bolt on shifter lever ( does this choise effect the physical position of the shifter, e.g. It's height above transmission- any photos of the two types)

I will be a 2 wheel drive unit, with 5.61 first gear, and GM style front shaft and throw out bearing. Plan to use/modify a '64 style shift lever. Does the bolt on shifter lever, one sound easier?

Thanks,
Les

[aotte1]

A little more information, to help answer questions asked above. The engine will be a 406 SBC, with hopefull around 450 to 500 ft-lbs of torque and 425 to 450 H.P. Building engine now and no dyno info yet. Concentrating on max torque vs horse power.

The truck will be a road queen driver, with minimum loads, probable max of about 7,000 lbs if used for towing. No power shifting, as stock u-joints and drive shafts are really small.
Tires some where around 33 to 34s.
Thanks,
Les

[DirtyLarry]

Originally Posted by aotte1

Planning to install an NV4500 in 64K10 with divorced transfer case and would like help with a couple of NV4500 questions.

I getting the NV from a rebuilding company and have the following options:
1). Aluminum or cast iron tail shaft; and
2). Screw or bolt on shifter lever ( does this choise effect the physical position of the shifter, e.g. It's height above transmission- any photos of the two types)

I will be a 2 wheel drive unit, with 5.61 first gear, and GM style front shaft and throw out bearing. Plan to use/modify a '64 style shift lever. Does the bolt on shifter lever, one sound easier?

Thanks,
Les

Originally Posted by aotte1

A little more information, to help answer questions asked above. The engine will be a 406 SBC, with hopefull around 450 to 500 ft-lbs of torque and 425 to 450 H.P. Building engine now and no dyno info yet. Concentrating on max torque vs horse power.

The truck will be a road queen driver, with minimum loads, probable max of about 7,000 lbs if used for towing. No power shifting, as stock u-joints and drive shafts are really small.
Tires some where around 33 to 34s.
Thanks,
Les

Wow, those are pretty lofty numbers for a SBC….

1) If you’re running a divorced transfercase the rear cover material doesn’t really matter. Cast iron is the obvious choice if it isn't stupid expensive.
2) The 4 bolt shifter tower is my personal preference as it has cleaner easier shift gates IMOP. However, I don’t think that push and twist shift towers of the first Gen NV4500’s is compatible with the Gen 2 granny gear of 5:61 anyway. The rebuilder expert would know that more than anybody. With enough creativity either shifter tower could be modified to use the original ’64 shift lever. Not sure that is worth worrying about being the shift tower will be at least 6” closer to the seat than it was before anyway.

Good luck with your project. Sounds fun!

[aotte1]

Larry,

Thanks for your help, will confirm what I have, once I get the NV4500. Should be this week. Your help will make it more drivable!

Note: When talking to the rebuilding shop, they said the 5.61 first gear is not totally determined by the vehicle year, model of the truck also effects which first gear the NV4500 has. Will confirm this with them when I pick up the trans.

Thanks for sharing,
Les

[aotte1]

Larry,

The NV4500 will be for a full size truck, 1995 with a big block engine.

Planning to pick it up tomorrow.

Les

[DirtyLarry]

Cool! Have fun with the swap. Ironically, I'm in the Louisville area this week. I was here to inspect some buses at Ft. Knox. Small world

[aotte1]

Larry,

If back at Fort Knox again and have some extra time, let me know, if you want to meet. I live just a little south in Elizabethtown. I think I got about seven CUCV blazers from Fort Knox over the years, for a while I had a blazer farm with them for parts.

Any suggestion on what is good to use as the four bolt shifter, stock, any particular years, specific model of truck, aftermarket? Will go back and review this whole thread again too.

Also looked at " Second Generation NV4500 Shift Cover....."

Will post some more pictures.

[DirtyLarry]

Will do. I flew out of Louisville midday yesterday. I’ll probably have to go back in a few months to follow up on these buses anyway. Maybe we can connect then. I was actually staying in Hillview at the Holiday Inn near CC Powersports and the Tumbleweed restaurant. Most likely where I will be next time as well.

Regarding the shift tower, I believe there are only 3 GM versions to choose from. First, being the 1994 to 2001 C/K tower, which is the most common. Then there is the P-Chassis tower with is similar but built backwards as the transmission is behind the seat. Lastly, there is the 2001-2006 GM HD truck which is a tad taller due to the 2” body raise on the HD trucks (the trans cover is a tad taller as well). You don’t want to use one of those as that combination places the shifter way too high plus I swear they don’t shift as well.

The tower on the left is what you’re going to want. The tower on the right is the GMT880 HD truck tower (basically 2001-2006 2500HD 6.0L/NV4500). My recommendation would be to find a 1994 and later low rise shift tower (non-GMT880) shift lever, and upper and lower shift boots. From experience, don’t bother with the Advance Adapters NV4500 shifter assembly. Pretty much junk. There are a few towers on Ebay right now along with shifter sticks ($89 is a good price for a complete shift tower, bolts and spacer/seal). The towers are probably aftermarket but better than nothing if you can’t find a good used one.


The GM part number for this shift knob is 15982540. Being this was a P-Chassis specific knob, it is only available through Workhorse dealers


There are more NV4500 pictures in my Polar Bear Suburban thread as well.

Have fun with the swap!

[aotte1]

Sounds good about hooking up next time. Where you stayed is interesting as it is very close, maybe 1/2 mile from where I purchased the NV4500. It is a company that has been in the power train business for quite a while. If you want to see their operation, can likely set you up with a person to give you a tour of their facility. They pretty much use Rockwell US made parts for rebuilding the NV4500s.

Thanks for recommendations on shift tower and shift lever. Did go to Ebay and found, I think an NV/GM NOS shift tower you recommended, will see when it arrives. Like the stainless steel shift lever too and got it. Still working on the other recommendations.

Thanks,
Les

[Rednwhitec20]

I plan on doing an 8.1 swap. Is there anything I should be aware of when buying an engine or doing the swap. Putting it in my 71 k20. Thanks!

[MTCK]

http://ck5.com/forums/threads/l18-8-...thread.308019/

That's a good start...