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Feasibility of 5spd manual conversion

DK5

DK5

1/2 ton status
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The city that rhymes with fun, Saskatchewan
Been thinking a lot lately about starting a long term project and converting my 90 K5 to a manual tranny and eventually doing a 6.2 diesel swap. The truck is slowly being restored but won't be a garage queen, just a fun daily driver.

I've seen a lot of info on here about the NV4500 and NV3500. Just looking for more people who have done the swap and what all is involved and if you are happy with it on the highway, in town, etc.

Also should I just use clutch/pedal assemblies from a '73-'91 or just go with a 92 and up truck for parts?

Thanks guys :waytogo:
 
I would have loved to have had the capital for an nv3500 when I did my swap. Those gear ratios drive really nice. I think you could get excellent mileage coupled with a 6.2.
 
You will want all the clutch parts out of an '85-91. You don't want the mechanical setup. Goes for whatever trans you decide on.

NV35-4500 with 6.2L...is it even necessary? Pretty sure with the right tires/gearing, the 465 can net you low-mid 20's with the 6.2. Not real familiar with the 6.2L's power range, but I am thinking too high OR too low of RPM, and mileage won't be as good as it could be. Maybe wrong, but I am under the impression diesels have a very particular sweet spot RPM for MPG.

Personally I think if MPG is in the equation, you have no choice but to go diesel. Wished I would have. Even at 18MPG you are looking at a ~550 mile range with a 31 gallon tank.
 
Chevy305 got a manual bell housing for his nv4500. If you want reliability and true pedal feel then you want manual linkage. If you hate bleeding hydraulic lines as much as I do stay away from hydraulic linkage.

The sm465 is great offroad, but it's street drive ability is terrible. This is only amplified by the diesel. With the right axle gears and a nv3500 you could be in the optimum rpms all day.
 
For your use, the NV3500 is a great choice IMO.

You'll definitely need the clutch parts from the newer trans and adapt them to your setup.
 
Having run both behind a 6.2L diesel I would definitely vote NV3500 as well. The NV4500 is just an SM465 with an OD gear tacked on at the end. They still drive like a dump truck and the gear ratios are far too wide. Don't balk at the thought of a 1/2 ton transmission in your 1/2 ton. Mine held up to some considerable abuse without so much as a whimper.
 
But there is no granny gear in a NV3500. Who would go through the hassle of a trans swap in a 4x4 only to not have granny gear in the end? :dunno:

What? A NV4500 IS a sports car transmission compared to a SM465. The 465 is the epitome of a dump truck transmission. I've had plenty of 465's, NV4500's as well as a few NV3500's. There is no comparison between them other than they are all manuals.

Don't get me wrong, I don't have any issues with a NV3500.....as long as it is in a 1/2 ton 2wd. A NV3500 does not belong in a 4x4 truck. I had an '98 extended cab short bed Z71 that I bought new with a NV3500 and L31 5.7L. The trans made it to 38,000 miles and crapped out. Probably pulling a car trailer with a '68 GMC on it for 1,800 miles from CO to Detroit had something to do with the failure:whistle:. Still got it covered by warranty tho. I traded that truck on my '01 Silvy HD with a ZF S6-650 when I moved back to CO a few years later :waytogo:
 
The OPs needs are an around town and highway daily driver. Have you ever had those transmissions behind a 6.2 diesel? As much fun as I have with my truck being a standard shift(sm465), this engine needs the close ratios.
 
Larry said:
...Snip....

Don't get me wrong, I don't have any issues with a NV3500.....as long as it is in a 1/2 ton 2wd. A NV3500 does not belong in a 4x4 truck.

...Snip...
Click to expand...

I know you know your stuff but i have to disagree, it depends on the application. I loved the NV3500 in my S10 ZR2 but that never saw anything bigger than 33's, and it would probably be great in a sami or a smaller 4x4 too. But for a bigger rig/tires or towing I would go with the NV4500.
 
I think you guys are forgetting the 6.2 is a gutless wonder.
 
Yes this truck won't be a powerhouse. Just to run back and fourth to work and cruise around mostly. Its a restoration, not a rock-crawler or mudder. I'm running 33"s in the summer and 31" studded tires in the winter.

I'm considering buying a whole 6.2 diesel/sm465 parts truck and doing the swap for the motor and pedal assembly. Most likely will do the hydraulic linkage unless someone can prove to me that the manual linkage shifts just as smooth. My father's 1991 1-ton dually with 454 mated to hydraulic SM465 shifted excellent and was so fun to drive. Still have it and would love to help him restore it one day
 
Richcz28 said:
Chevy305 got a manual bell housing for his nv4500. If you want reliability and true pedal feel then you want manual linkage.
Click to expand...

Not at all true. If you want your clutch to NOT work when you are bound up in a tight spot, than you want a mechanical clutch linkage.

Martin
 
DK5 said:
Most likely will do the hydraulic linkage unless someone can prove to me that the manual linkage shifts just as smooth.
Click to expand...

I have NEVER heard of someone swapping out a hydraulic clutch for a mechanical one. People are constantly looking for the hydraulic parts to swap out their mechanical one. What more proof do you need.

Martin
 
Mechanical linkages suck no matter what type of driving you're doing! I am in the process of collecting hydro parts right now to swap mine over.
 
How do you fix hydraulic linkage on the trail(not that the op wants to wheel)? What if your slave or master fails? :dunno:

Worst case scenario I have read about mechanical linkage is the rod falls out of the clutch fork. I have a 1 inch body lift and haven't experienced that yet.... Even if this does happen, you are in the same boat as a hydraulic failure, except it is easily fixed.
 
My hydraulic clutch has always worked no matter how bound up I was. I can't say the same for my mechanical clutch. The couple times I have had to repair a hydraulic clutch has always been on level ground. Mechanical clutch is usually stuck on a steep hill, and requires several people and is not very safe.

Martin
 
The z-bar popping off is much more common that the rod popping off, and can't be prevented with a simple spring.

Martin
 
I do agree that a hydraulic clutch may be preferable for ease of operation. I think this gets more true as you increase the stiffness of the clutch pack you decide to use. Because I wheel my truck I like a lighter clutch. This is easier for me to manipulate and control. ( maybe if I had hydraulic linkage it would be easier for me to use a heavy duty clutch ). I will add that my Camaro has hydraulic linkage and it is very easy to drive. I just would not want to have my truck with hydraulic linkage fail far away from home and in the middle of the woods.
 
That's just it, hydraulic clutches don't fail that often. I have never seen one fail on a trail. I have had multiple problems with the mechanical clutch on my 1982 K30 on trails. 78SWB has had troubles with his (he is switching to hydraulic). I believe John had troubles with his (he switched to hydraulic) FMSTruck had problems with his mechanical. BSZ28 (or whatever Baker's sign in is on here is) had his Z-bar pop off at Tuttle in a bad place. HINZ28 has mechanical problems right now. That is just members of this board from Nebraska.

Martin
 
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