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NV4500 into a M1008 with a 6.2

84CUCV

84CUCV

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I personally think that thing is a bad buy because of the bore being drilled.

You will need to look for an nv4500 with the right bolt pattern on it to work with that bellhousing. The ad says the bore was enlarged to allow both versions, but the mounting holes in the bellhousing also changed between 1995 and 1996+. You should ask which version it was designed for.

You can see the bellhousing has ribs on the inside to reinforce the original mounting holes so just drilling new ones isn't going to work well with such a thin wall of cast aluminum.

That's also not an internal slave cylinder bellhousing. You can see the external slave cylinder bolted right onto it. It won't work very well with a passenger drop chevy front axle unless you have a huge amount of lift or only 2 wheel drive. The front drive shaft will sit about 2" below that slave cylinder.

For $350 you can get a brand new one from Advance Adaptors that works properly for whatever version of the tranny you end up getting.
 
If it has the external slave, which it does, then it is the early style bellhousing for '93-94 GM version NV4500's. You don't need a huge lift to clear that slave, a 4" lift is plenty. Having the pilot hole bored out just means that you definitely don't want to experiment with the mounting bolts, because you don't want to risk getting your bell off-center.

If you already bought it you might as well use it :dunno:
 
a 4" lift is plenty
Click to expand...

I had the same bellhousing installed on mine before I sold it and got the AA version instead. With a 4" lift, I had about 3" of clearance between the driveshaft and the slave cylinder bumpout. If you can guarantee that your suspension won't compress more than that then it's enough clearance.

Check out the picture in this thread:
http://coloradok5.com/forums/showthread.php?t=209786&highlight=nv4500

You can see the slave cylinder is about 6" below the bottom of the starter. If you measure from the top of your driveshaft up to the bottom of the starter and then subtract 6", you can get a good estimate of how much clearance there will be.

Mine is a 71 so I suppose there's a chance the clearances are different for a later year truck or drivetrain combo, but i doubt it's that different.
 
I'm rocking an early version NV4500 in my 80 K25. I've got 6" of lift up front, and have got about 3.5" of clearance between my front driveshaft and my external slave cylinder.

My truck is exclusively street driven, so I'm not worried about it hitting any, but I am kinda torn on how much I like the gearing in the early NV4500s. It drives just like an SM465 with an overdrive slapped on top. My understanding is that the later NV4500s have a closer gear spacing and are driven like a true 5 speed.
 
What gears are you running?

Only real advantage the NV4500 has over the 465 (at least early ones) is that you can run numerically higher gear ratios, get better crawl, better compression braking, and still cruise on the freeway at the same or lower RPM than your 465 does.

Been done before, but:
3.42/33" tires/1:1 trans/60MPH= 2089RPM
4.10/33" tires/.75:1 trans/60MPH= 1878RPM

But heading off-topic I suppose.
 
Russell said:
I'm rocking an early version NV4500 in my 80 K25. I've got 6" of lift up front, and have got about 3.5" of clearance between my front driveshaft and my external slave cylinder.

My truck is exclusively street driven, so I'm not worried about it hitting any, but I am kinda torn on how much I like the gearing in the early NV4500s. It drives just like an SM465 with an overdrive slapped on top. My understanding is that the later NV4500s have a closer gear spacing and are driven like a true 5 speed.
Click to expand...

I have a '95 vintage and it's no different other than first is synchro'd and first gear is slightly taller at 5.61:1. All the rest of the gears are the same ratio. The NV4500 will always be like a SM 465 with OD...it's still a wide ratio tranny. This is why they went to the the ZF6-S-650 6 speed later...with the extra forward gear in there the ratio's are closer together. That one would drive like a car 5 speed (with a crawler first gear)

Rene
 
Just did some searching, very very little out there about them that I can find. Nothing over at advance adapters I could see, and doesn't look like they were used more than two years by GM, at least in the "light duty" trucks.

Kind of curious about one myself. Certainly a better option as far as driveability than any of the others, fit an cost are entirely different matters.
 
A guy could always get a ZF6 from a 6 speed Duramax and run with that instead. GM still uses the 6 bolt round t-case pattern with a 32 spline output shaft, so bolting on a useful transfercase shouldn't be too big of an issue.

Good to know about the NV4500 early & late ratios being relatively the same. I do plan to drop my truck 2" in the back (has 8" right now), but I'm fairly happy with the stance up front, so maybe I'll leave the early version in there anyways.

BTW, I'm running 4.10 gears with 33" tires atm. I plan on running a set of 35" BFGs when all is said and done. I don't drive faster than 75 mph, ever, so running 2200 rpm in 5th gear as a max RPM is just fine. Normal cruising speed is around 65 mph, which puts me at about 1800 rpm. Might be a tad on the low side, but I am turbocharged, so I should be able to hold speed just fine.
 
Normal cruising speed is around 65 mph, which puts me at about 1800 rpm.
Click to expand...

I have about the same setup with 35's and 4.10. I have to be going over 70 to use overdrive. If you have a turbocharger it might not be a big deal though. I kinda wish I went with 4.56.
 
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