Ford uses an NP435 manual and its got a lower 1st gear (granny) than the 465.
And yes, I call them 4 speeds, not granny + 3.
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.
465 Max power
- Thread starter 1979jimmy350
- Start date
And yes, I call them 4 speeds, not granny + 3.
chulisohombre
1/2 ton status
i always called mine a 4 speed with the granny low 1st gear.never a 3 speed with granny gear.the 3 speed really would suck to have in my truck i think.
.i could never really figure out the 3 on the tree thing.i drive semis also.i got so used to double clutching that i always shift my 465 that way also.lol
edit:this tranny was also used in 1 1/2 ton dump trucks,so you will have a hard time breaking it with most engines.
.i could never really figure out the 3 on the tree thing.i drive semis also.i got so used to double clutching that i always shift my 465 that way also.loledit:this tranny was also used in 1 1/2 ton dump trucks,so you will have a hard time breaking it with most engines.
Last edited:
I don't drive semis over the road, but I wrench on them so I have to drive them regularly, and have drove them on the farm, I never double clutch. I just float the gears. . .
Martin
Martin
Forgot to mention the SM420 tranny is even lower than the 465 granny gear, too.
And that 4 that they all have in common in the model number makes me think it designates a 4 speed.
As for the "65" part, it might make sense that its the first gear ratio in the 465. It wouldn't make sense for the np435 or the sm420, its just a theory I had and it very well may be wrong
There's usually a reason behind the numbering, for instance a 4L60E designates a 4 speed auto that is Longitudinally mounted (versus a Transverse mount in a FWD application), the 60 is a strength/load rating and the E designates that its electronically controlled.
New Process transfer cases have some logic in their numbering too, I copied this from another site (though it doesn't really explain the older stuff):
Decoding NP/NVG transfer cases is fairly simple,
once you know the current system. Each tcase has
a 3 number call out, like 231, 241, 242, etc.
These three numbers will tell you the basics.
First Number: The number of speeds. If it is a
standard high range, neutral, low range transfer
case, the number is 2. If it is a single speed
with no low range, like a 133, it gets a 1.
Second Number: The size of the case, physically,
and has a lot to do with how strong the case is.
The case sizes current are: 2, 3, 4, 6, 7. With
22X series being the smallest and 27X series being
the largest.
Third Number: This is where it gets confusing.
The third number tells you what type of 4wd
system is in the transfer case. Current systems
are designated by: 1, 2, 3, 4, 6, 7.
I'll explain:
1 - Part time (PT) transfer case, manually
shifted. When in 4wd, front and rear driveshafts
are locked together. If its a 2 speed tcase, then
it would have 4 positions, 2wd, 4wd, N, 4 low
part-time (LPT). These cases are shifted by a
lever on the floor.
Example: 231, 241, 261, 271
2 - Part time transfer case plus Full time (FT),
manually shifted. A geared differential is used
to allow the driveshafts to turn at different
speeds, while still applying torque. Some are 4
position and some are 5. 4 position have 4FT,
4PT, N, 4LPT. 5 position boxes get a true 2wd
where the differential is bypassed and all the
torque goes to the rear driveshaft. These cases
are shifted by a lever on the floor.
Example: 242, 242HD, 242AMG
3 - Part time (PT) transfer case, electrically
shifted. Everything is the same as a -1-, except
an electric motor is used to shift the transfer
case. Instead of a lever on the floor, you have a
button or a dial on the dash.
Example: 133, 233, 243, 263, 273
4 - Part time transfer case plus Full time (FT),
electrically shifted. Everything is the same as a
-2-, except an electric motor is used to shift
the transfer case. Instead of a lever on the
floor, you have a button or a dial on the dash.
Example - 244
5 - This is found on 2005+ Jeep Grand Cherokees
with the Hemi. (see below)
6 - Active on demand System. Front and rear axles
are constantly monitored electronically to detect
any differences in speed due to wheel slippage.
When a speed difference is detected, a computer
signals the transfer case clutch pack to engage.
Torque transfer is transparent to the driver,
meaning the driver can tell it happened, like all
four wheels are now pulling, but you didn't have
to pull a lever or turn a dial to activate it.
Example: 226, 236, 246
7 - Progressive on demand system. The vehicle
operates in 2WD. When traction is lost by one of
the driving wheels, power is automatically
transferred to the other axle. Torque transfer is
transparent to the driver, meaning the driver can
tell it happened, like all four wheels are now
pulling, but you didn't have to pull a lever or
turn a dial to activate it.
Example: 247
This is already way to long. If anyone wants a
break down of what case goes into what, I could
do it in another email. NVG has a pretty
informative web site, complete with torque
capacities at http://www.nvg.com/tcases.html. The
rest of the site is good as well. If you go to
the aftermarket sales page and email or call in
with a question regarding tcases, take a wild
guess who it gets referred too. Have a nice
weekend.
---
Regarding #5 and the 2005+ Jeep Grand Cherokee with
Hemi, Mike says that this case has a cup yoke
integrated with the output shaft.
original balzer
1/2 ton status
thats good info
so that would make my yukon a NP244? Its 2 speed has part time and full time fwd and is electrically shifted.
so that would make my yukon a NP244? Its 2 speed has part time and full time fwd and is electrically shifted.
I promise to try as hard as i can to break it. My motor should be making at least 600 hp
what are you large power guys using for a clutch?
Mine's in the low 400's and I run a centerforce II, I love it!
Luk Pro Gold 12", held up to an idiot with 560hp, 535ft/lbs. Lots of burnouts on 38" Swampers!
chulisohombre
1/2 ton status
im using the heavy duty 12 inch napa brand.i believe its made by luk.no problems thus far.
sandypants
1/2 ton status
i am going to be doing the the LS conversion using my 465 or possible the NV4500 with the low first gear if i can find one. im getting the conversion kit for everything. looking at the 450 hp range. what would be a good clutch to hold up to the abuse?
Mike D
1/2 ton status
Although the 465 is a tough transmisson, I would reccomend replacing the imput shaft bearing. NAPA should carry or have access to one. I think you can replace it safely by removing the 4 bolts ( throwout bearing race ) at the front of the tranny, lightly push and hold the imput shaft back into the other gears. Carefully slide the old bearing forward while keeping the shaft centered. Replace with new shaft and lock ring, Reinstall race and replace bolts. Dont forget to use gasket sealer. Check, add gear oil if needed.
This gear takes all the torque load and if it has a lot of miles there may be some side slop. This tranny is hard enough to shift, excess side slop could missalign the output shaft ( the output shaft has pilot bearings in a cavity in the back of the imput shaft ). The net result may be uneven shift fork to syncroniser pressure. This means your shift arm has to work a lot harder when changing gears.
This gear takes all the torque load and if it has a lot of miles there may be some side slop. This tranny is hard enough to shift, excess side slop could missalign the output shaft ( the output shaft has pilot bearings in a cavity in the back of the imput shaft ). The net result may be uneven shift fork to syncroniser pressure. This means your shift arm has to work a lot harder when changing gears.
