You mean the millennial anti-theft device?
I need to see what captron has stashed away before I know for sure. But the table is tilting that way.
CK5
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'91 K5 Four Wheel Camper
This is the build for my 1991 V1500 Blazer, AKA the K5.3. It started out life being sold to the U.S. Government with a 350 TBI/700r4/241 combo. 4 years with a 5.3/700r4 Combo and now moving to an 8.1L Vortec and NV4500 5-speed.
I need to see what captron has stashed away before I know for sure. But the table is tilting that way.
Capt Ron on captron? Cuz if he’s a robot he’s cooler than I first thought
beags86
Eastbound and Down
So basically some dude pulled it at you pick and pull and tossed it on the net for sale, You win a free 4L80E.
I got no skin in the game but unless I could sell the 80E for the price of the nv4500 I would just use that.
And spread some of the other monies around to other things. L29 tune, headers, maybe cam, etc,etc. But I'm a cheap ass and not like bent that thinks I need a clutch to be a man.
I got no skin in the game but unless I could sell the 80E for the price of the nv4500 I would just use that.
And spread some of the other monies around to other things. L29 tune, headers, maybe cam, etc,etc. But I'm a cheap ass and not like bent that thinks I need a clutch to be a man.
Oh Im good. Ive gone faster with a SBC than you ever will with a BBC (compensation much?)
Any way he said it probably needed rebuilt. Thats a $$$$ factor
beags86
Eastbound and Down
Oh, I missed that. I've been 145mph with a 355 in my Monte Carlo SS
FIFY
Is this the engine from the guy in Broomfield?
So it wasn't a pick-n-pull, but this diesel bro bought a 2500 Sub to tow with. He says he put about 5,000 miles on it and just didn't like how it lacked power compared to his dirty Max (duh) and he didn't want to blow the engine or trans up like he did a previous L29 dually. That previous truck he managed to kill 3 4L80 trannies in less than a year. So instead this sub he has is getting a 12 valve Cummins swap. Fine by me. The flat bill hat wearing bro can have all the stinking Cummins stuff and roll coal all he wants. I wouldn't be surprised if he stuck a smoke stack up through the cargo area and out the roof of the suburban.
The guy was pretty nice, but his attitude toward gassers turned me and Larry off. Of course his first look into the shop was Larry's 396 68 GMC sitting there, the K10 next to it and the burb outside. His jaw kinda dropped when he saw the 8.1 in the K10 and said you guys don't mess around do you. Nope. We don't.
This guy came out of Fountain.
beags86
Eastbound and Down
There is something to be said for a diesel if you live at altitude. No doubt about it. Of course the modern Diesel wouldn't be shit without that turbo. And if you want to piss off a diesel guy, tell him that.
I wish the a manufacturer made a factory turbocharged or supercharged big block. With modern day tech. I suppose chances of that day is long gone by now.
Anyway, about your L29 seller. I am sure he was a big intimidated maybe even jealous that you two guys were so much into big blocks and obviously knew more then him.
No wants to be the dumb guy in the room.
That said I could see him being super defensive about his choices as he was realizing he wasn't on the same playing field as you guys were. And thinking about you how stupid it was for a Cummins swap when obviously the fat blocks work fine for some people.
Its kinda like buying a Ford. It's looks cool until you buy one. Then you have to eat crow when you end up trading it back off for something with a bowtie on it.
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That is so true on the modern oil burners suck without the hair dryer on it. I've gone out on a test drive with a fairly new Dmax we just worked on and my tech failed to tighten the clamp where the charge air pipe connected to the intercooler. Everything worked fine until I gave it the beans pulling through an intersection. Pop! Then it flat fell on it's ass. As in almost getting nailed in traffic loss of power. It barely limped back to the shop and I was only a couple of blocks away.
Yeah, I think he might have been a little intimidated when he saw the screaming yellow 68 GMC dead center in the shop. It's kind of hard to miss. We just let him go on about diesels but when he asked us if we have swapped any diesel engines we both said nope. We were pretty inviting otherwise. I was a young gearhead once, we've all played that game. Just funny being on the other side looking back. What made it funny to us was the discussion Larry and I were having waiting for them to show up. We were catching up on the GMC as he has been fighting a disc brake swap on it. Larry's owned this truck since he was 15 and we joked about complaining about the previous owners of other trucks like my K5 and Larry's new project K5. But in Larry's case on the GMC and me with my Nova (also owned since I was 15) we kinda are the previous owners, just the young dumb kid versions of ourselves. We both joked about dumb stuff we did to these rides back then and how we've had to do stuff over again. Going back in time to kick our own asses was brought up.
I hear you on the Ford comment though. Funny thing is I have two guys Larry and I went to college with that are field service engineers with Ford. Both have been there since I graduated in 96. As far as I see it those two have job security to retirement. We still talk and give hell to each other though. Problem is for them they can't trade the company rides back in on Chebbies. They are stuck with them, well they swap them out yearly because they can.
Nope, not a member. All I want to do when I see one is snatch the thing off their head and squeeze a curve into the bill.
Rob, who told you that an NV4500 is a different length than your 700R4? Are you measuring the entire length, counting the adapter?
Neither of my swaps required new driveshafts. On the 4500 the crossmember bolted right up where it should be, and the 3500 was off by the 1/2" that I slid the whole drivetrain forward. But the tranny was still an exact fit.
Neither of my swaps required new driveshafts. On the 4500 the crossmember bolted right up where it should be, and the 3500 was off by the 1/2" that I slid the whole drivetrain forward. But the tranny was still an exact fit.
I'm impressed with the 4l80e. I don't know if that's because of the controller or not, but I have no regrets.
That is based on measurements I found on Advance Adapters website as I could find no other numbers of length from bellhousing face to t-case mounting surface on the 4500 vs known measurements on the 700 from the bellhousing face to the end of the trans where the t-case adapter bolts on. So no I didn't take into account the t-case adapter on the 700. Given that perspective that adds a point to the column for the 4500 since the t-case bolts directly to it. The measurement to the same spot on the 700 to the 4L80e is 7" IIRC. So adding the t-case adapter puts the 4L80e as the longest combo out of the three choices.
I'm not bagging on the 80e by any stretch. IF I used this one it's going to be rebuilt before we even think about installing it. Plus I wouldn't have the cool controller you have because I'd be running the stock ECM with the Howell harness setup to run both like it was from the factory.
One of my problems with the 80 though is the less than steller gearing. I won't be running a magnum or doubler, so my crawl ratio will be less than what I currently have with the 700 right now. With the granny gear of the 4500 it almost doubles what my crawl ratio is now. Granted I know having the low-end grunt of the big block somewhat negates the crappy crawl ratio to a certain extent, it's more of a concern on the steep downhill decent's on mountain trails. Given my love to go wheeling in the mountains that's no bueno to me. I've put up with the 700, but I had to get down into low range to get any idea of it holding back on a downhill run. Had I never had the old 75 with a 465 trans and know how it can go downhill with even a wheezy worn the hell out 350 I might not be so hot to trot on a 4500.
It goes back to the age-old debate we've had forever on a manual vs auto off-road. I will say this I've enjoyed wheeling with the auto. Except for the really steep downhills, I found my self having a little more finesse for sure. I really missed the gearing on Red Cone pass for sure. Having to rely on vacuum boosted brakes on that section really had me standing on brakes since the trans and low gear in the t-case couldn't hold me back really spooked me. But the other thing about the manual is the freedom to start out in a higher gear or just hold a gear without worry of an automated up or downshift based on what I'm up to. I've got to find a 4500 for the right price or else the 4L80 might get put into service.
I won't push you towards the 4L80, but a good controller will get you close to this level of control.
Most of my manual transmission experience is with the SM420 and 465 with manual clutches. They are just so much work to drive around town running errands or whatever. And the gear splits really stink.
We did have a 6spd manual in our Jetta TDI which was WAY better to drive. So I suppose the 4500 might be a much better experience in the trucks. But I still just can't convince myself I'd like it on the trail. And yes, I've driven manuals on the trail. I drove my dad's K5 to Blazer Bash one year. It had a 465/208 with 4.88 gears and 37" tires. Took me a while to realize I really didn't need to worry about stalling it out.
We did have a 6spd manual in our Jetta TDI which was WAY better to drive. So I suppose the 4500 might be a much better experience in the trucks. But I still just can't convince myself I'd like it on the trail. And yes, I've driven manuals on the trail. I drove my dad's K5 to Blazer Bash one year. It had a 465/208 with 4.88 gears and 37" tires. Took me a while to realize I really didn't need to worry about stalling it out.
Check my blazer thread and my NV4500 tech thread for real-life length measurements. If you want a direct comparison.
Comparing shift quality and gear splits from a dump truck Muncie to a 4500 isn't really fair. But we all know that. The 4500 is a far better setup as far as both of those go, but don't have the total bulletproof simplicity of the Muncie.
I've driven both. My dd S10 is also a manual with a nv3500 that has very similar shift quality to the bigger bro. Outside of bumper to bumper stop and go traffic in Denver I don't mind driving it daily. So for a weekend warrior off road toy I really won't mind rowing the gears. The hydraulic clutch also makes it less of a strain compared to a mechanical setup.
I couldn't remember if you had measurements in there or not. I'll check it out tonight.
