OK so I have 2 NV4500s. One is a 99, the other is an earlier, dunno exact year but guessing 92-94. I've never actually driven a truck with either of the tran's, other than around the yard. One of these trans will be goin in my 99 CCSB, truck is gonna be used for towing. I know the early trans has a steeper first gear, so my thinking that would be good for towing. But what say you, people with experience with these trans??? Truck has a 454, at some point gonna rebuild the other motor I have, maybe make a 489 out of it. 6" lift and 35s eventually, prolly 4.56s too.
CK5
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NV4500, newer VS older
- Thread starter b454rat
- Start date
Negligible amount of difference imo.
Factory fit of the hydraulics would be better fit for the later trans.
Factory fit of the hydraulics would be better fit for the later trans.
That 99 should have synchronized reverse also. When I built the ‘97 I got, I put a 99-up synchro reverse gear in it. So nice not grinding gears between first and reverse now.
And after driving it, I prefer the taller first and reverse compared to my 465
And after driving it, I prefer the taller first and reverse compared to my 465
Still not 100% which one to use. The earlier one is rebuilt, the later I want to get rebuild once get other crap figured out/done. Whatever doesn't go in the CCSB, one will go in the 99 Yukon.
Also, how do i find out the year? It doesn't have a tag on it, it is an early one cause bell's won't swap over, but the bell looks similiar to the later one. Maybe a 94-95? Not that is matters but doesn't have the early shift knob either....
Also, how do i find out the year? It doesn't have a tag on it, it is an early one cause bell's won't swap over, but the bell looks similiar to the later one. Maybe a 94-95? Not that is matters but doesn't have the early shift knob either....
Check out Torqueking. They have a good page on differences
Early ones will have a shift tower like a 465 that the shifter twists off from. The later have a bolt on shifter. The ‘96 and later will lack the collar on the input shaft bearing retainer that a conventional throw out bearing would slide on as well. Early will have that conventional throw out bearing and a fork and slave cylinder on the passenger side of the bell housing. Later will have no fork at all and a integrated slave/release bearing.
As far as the gearing goes it depends on your plans. I’ve had mine both ways. With a big block the lesser first gear wasn’t a problem other than when low speed creeping downhill. If you never had a 465 before you wouldn’t know what you were missing. That’s where I missed the deep first gear. Even with the big block. Having mine get built with the deep fist gear and the latter goodies too made a ton of difference for me. Low speed downhill decent control was awesome. Put it first and low range and I actually had to use the throttle to speed up a little because it was barely moving on the steep section I was on. Same for climbing up stuff. Way more deliberate and controlled.
But if your plans don’t include serious crawling the deep first is overkill and would be useless on the street with a big block. Either low gear will get a heavy load moving when towing as the difference isn’t as much when you are in high range vs low range.
Like I said if I didn’t have a truck with a 465 before I would have been ok with the taller first gear. But I have had a 465 in the past. And even though the early low gear isn’t as deep as a 465 it is better than the later 4500’s. I just got lucky to be dealing with a trans shop that knew he could make a hybrid of early and late versions. So I have the better shifter, integrated release/slave bearing and the early low gear ratio. That admittedly is officially too low to use on the street in high range. If I forget and drive it like the nv3500 in my s10 I realize halfway across the intersection when I have to grab the next gear.
As far as the gearing goes it depends on your plans. I’ve had mine both ways. With a big block the lesser first gear wasn’t a problem other than when low speed creeping downhill. If you never had a 465 before you wouldn’t know what you were missing. That’s where I missed the deep first gear. Even with the big block. Having mine get built with the deep fist gear and the latter goodies too made a ton of difference for me. Low speed downhill decent control was awesome. Put it first and low range and I actually had to use the throttle to speed up a little because it was barely moving on the steep section I was on. Same for climbing up stuff. Way more deliberate and controlled.
But if your plans don’t include serious crawling the deep first is overkill and would be useless on the street with a big block. Either low gear will get a heavy load moving when towing as the difference isn’t as much when you are in high range vs low range.
Like I said if I didn’t have a truck with a 465 before I would have been ok with the taller first gear. But I have had a 465 in the past. And even though the early low gear isn’t as deep as a 465 it is better than the later 4500’s. I just got lucky to be dealing with a trans shop that knew he could make a hybrid of early and late versions. So I have the better shifter, integrated release/slave bearing and the early low gear ratio. That admittedly is officially too low to use on the street in high range. If I forget and drive it like the nv3500 in my s10 I realize halfway across the intersection when I have to grab the next gear.
I've driven a 454/465 truck and kinda miss it lol. But never got a chance to wheel it. Truck I'm building won't be a wheeler, just a driver and tow/haul pig. I know I have an early trans, but the bell is throwing me off. It isn't pass side slave, there is a hole on the driver side for the slave, but IIRC there is a ball for a fork. When I get back I'll snap a pic of it.....
Think it’s a 95, bit can’t figure out the slave setup…
Hmm, I’m not sure on that one. I would think there should be a mount for an external slave. Maybe it’s broke off?
@ZooMad75 ?
Here’s my 465 hydro. Seems like if it broke off there would be evidence on yours.
I didn’t think they had a mechanical linkage on the 4500?? Must have.
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Guy I got it from had it in a square, so maybe he had a custom setup or something. I don’t think it be too hard to make a mount for the slave, think advanced adapters has something…
That looks like it might be an Advance Adapters bell housing.
Here's an inside shot of mine for comparison:
Note the bottom inside is ground out for clearance and the bottom ear on below the slave mounting holes is trimmed for header clearance
EDIt: on second look, there's some differences but AA had revised this Bell housing multiple times over the years.
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It sure looks like the AA bellhousing to me. They had a bracket that bolted to the bell to use a stock squarebody external slave cylinder to it.
That’s the only one I know with the big square hole for the clutch fork. Usually they were pretty proud of their stuff and usually had the name cast or AA cast into it. I can’t remember where.
It’s ok to run but you do need to have all the AA parts for the fork, ball stud, bearing, and bracket for the slave as NO gm parts fit. AA is an all or nothing deal. You don’t mix and match the parts. It works but of the couple I’ve personally dealt with have had adjustments between the slave and fork wander and require fiddling to make right.
That’s the only one I know with the big square hole for the clutch fork. Usually they were pretty proud of their stuff and usually had the name cast or AA cast into it. I can’t remember where.
It’s ok to run but you do need to have all the AA parts for the fork, ball stud, bearing, and bracket for the slave as NO gm parts fit. AA is an all or nothing deal. You don’t mix and match the parts. It works but of the couple I’ve personally dealt with have had adjustments between the slave and fork wander and require fiddling to make right.
You can also run a mechanical clutch setup as well with another bracket to hold the ball stud for the Z bar.
Whichever clutch setup you go with, you really should test fit it on the engine with the flywheel and clutch installed. Rotate the engine over and make sure everything clears. AA says right on their instructions that the 168 tooth flywheels require some grinding along the bottom.
Whichever clutch setup you go with, you really should test fit it on the engine with the flywheel and clutch installed. Rotate the engine over and make sure everything clears. AA says right on their instructions that the 168 tooth flywheels require some grinding along the bottom.
I have it on marketplace right now, nothing yet. I found a complete 2000 K2500 with low miles and NV4500, all the donor parts I need to swap into my 99 Yukon. But if that falls through, then I'll have plenty of time to figure it out. I should see if I still have the seller's info on the trans, maybe ask what he used n if still has it...
Well deal fell through. Guy wanted the steep 1st gear, which I thought this had. But it's the 5.61 1st, so now have no ****in' clue what year this thing is....
Probably a '95. Only year for external slave, 5.61 1st, and the bolt on shift tower.
Yea what I'm thinking. Now I'm thinking gonna put it in my 99 crew, since trans is fooked anyways.
The one in my truck is a '95 and I specifically wanted it that way for those reasons.
According to Advance adapters, if it's an aluminum bell, it's theirs. I don't remember when I had my last 4500, but factory early bell's are cast iron/steel. 99.9% sure it's aluminum....still want to sell it, found a complete donor truck with a motor I can use, along with the NV4500 and all parts to swap over...if it's decent, might even drive it lol
