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Double check this is the right NV3500 w/ me pls

Stomis

Stomis

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The adapter looks like the correct 6 bolt round pattern for my 241. And I know that if it has a 6 bolt pattern it should be 32 spline (what I want). But could you gurus take a look and double check for me before I drive 2 hours for it?

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That's the right circular pattern but remember that you'll need a clocking ring (and maybe a custom one or make one yourself, that's what I had to do) to get a passenger drop t-case where a driver's drop one used to be. The circular pattern is not symmetrical.
 
38377k5 said:
That's the right circular pattern but remember that you'll need a clocking ring (and maybe a custom one or make one yourself, that's what I had to do) to get a passenger drop t-case where a driver's drop one used to be. The circular pattern is not symmetrical.
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I coulda sworn I read that if you enlarge one of the holes a tiny bit and use a washer it will work no problem.

And yes I'm going to get it sat. Common sense and research told me that the 6 bolt adapter nv3500 only came in the 32 spline variety but I wanted to post up to be sure.

$100 bucks isnt bad especially since the guy was straight up with me and told me he swapped his out cause this one needs new bearings.
 
I am running a pass side drop NP241 on my NV3500, bolted right up, no modifications.

That said, I would not put an external slave 3500 in your truck, they are much weaker than the internal slave units, 96+ are the most desirable.
 
Russell said:
I am running a pass side drop NP241 on my NV3500, bolted right up, no modifications.

That said, I would not put an external slave 3500 in your truck, they are much weaker than the internal slave units, 96+ are the most desirable.
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I thought I read that 93+ was all the same. Are you saying that 96+ trans are more desirable or the 96 slaves are?

How much stronger can a minor revision possibly be? Its gonna be behind a 4.3 not a v8 so I wasnt overly concerned about it...

O and I planned on getting an internal slave for it because a pass side slave and pass side drop isnt gonna mesh.
 
Alright so I really am wondering if I should be picking up this trans now...

1) Its not a 96 up. Does that make a real strength difference?

2) Its an external slave and I'm finding no information on using an internal slave on an external slave trans...
 
Yes, there is a very significant difference in strength. That little getrag is the one that gave the 3500 it's bad name in the first place... They fall out of gear, go through syncros very quick, and the cluster shafts blow up with any kind of shock loading. The external slave transmissions can not be fitted with an internal slave cylinder either. There is a machined face and bolt holes for the slave to mount to on the internal units.

Definitely get a 96+ or better yet an 00+ with a 4.8L V8 engine in the newer body style trucks. Much better shifting and way stronger transmissions.
 
Russell said:
Yes, there is a very significant difference in strength. That little getrag is the one that gave the 3500 it's bad name in the first place... They fall out of gear, go through syncros very quick, and the cluster shafts blow up with any kind of shock loading. The external slave transmissions can not be fitted with an internal slave cylinder either. There is a machined face and bolt holes for the slave to mount to on the internal units.

Definitely get a 96+ or better yet an 00+ with a 4.8L V8 engine in the newer body style trucks. Much better shifting and way stronger transmissions.
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Wouldnt the 4.8L be a LS series and a different bell than a 4.3?

Is the tcase adapter still the old 6 round tcase?

I'm gonna hold out on this one. Not gonna kill a day and spend $100 and get the wrong thing. I was also looking at the tremec transmissions like the TKO but I dont think they come with an open rear shaft and any 4x4 capability.
 
I have an NV3500 from behind a 4.8L LS behind my 6.2L diesel ;) Exact same bellhousing, clutch slave displacement / travel, pilot bushing and input shaft dimensions as the older versions of the transmission.

They also still rock the same transmission mount, in the same location, and use the exact same 6 bolt round pattern 32 spline output as well.

Basically, if you put a 96 transmission and an 04 transmission side by side, the only way you'd tell the difference is in the throw of the shifters.
 
Russell said:
I have an NV3500 from behind a 4.8L LS behind my 6.2L diesel ;) Exact same bellhousing, clutch slave displacement / travel, pilot bushing and input shaft dimensions as the older versions of the transmission.

They also still rock the same transmission mount, in the same location, and use the exact same 6 bolt round pattern 32 spline output as well.

Basically, if you put a 96 transmission and an 04 transmission side by side, the only way you'd tell the difference is in the throw of the shifters.
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Well russell your the only person who has any real info for me on this transmission... I'm gonna hold out and find a newer one. I could have sworn the LS motors have different bells only because lots of guys say that only a LT1 t56 will bolt up behind a SBC/BBC and not the LS1 t56s. Guess they could be wrong though.

O and I found a e book manual for the nv3500. Once I manage to figure out how the hell I download it I'll post it for everyone to have. I plan on printing it too.
 
Nope, all GM's engines share the same bellhousing. Even the Duramax engines use the same bellhousing pattern.

I imagine the difference would be in the clutch setups. The T56 car engines may have a different input shaft length, or possibly even a different spline count for the clutch disc
 
Ls motors have a differnt input shaft than the older stuff. Bellhousing is still the same...minus one bolt.
 
The 4.3 is a 90* V/6 and uses the same bell bolt pattern as the SBC, BBC, LS engines, it is the 60* V/6 (2.8, 3.1, 3.4) that has a different bell bolt pattern.
 
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