thirdstreettito
Registered Member
So, I'm getting a 83 C10 LWB 6.2/700R4. When I get it I want to do a auto to manual swap. What all does it involve? What parts do I need? etc.
CK5
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NV4500 swap questions
- Thread starter thirdstreettito
- Start date
Being 2wd, I can't say if your original driveshaft will fit or not, but it should use the stock transmission crossmember in the factory position. You will need to cut a hole in the floor for the shifter to stick though, install a clutch pedal, master cylinder and hook it up to the slave cylinder. You'll also need to re-wire the reverse lights to feed through the transmission instead of your steering column's park / neutral switch.
thirdstreettito
Registered Member
What do you mean hook the master cylinder up to the slave cylinder? Believe it or not, I dont know exactly what the slave cylinder is. And, dont I need high hump?
Yup, definitely need a high hump floor pan for the NV4500. As for what I meant by the master / slave, that is in regards to the hydraulic clutch setup.
In my K5, I installed a 93 NV4500 with an external slave cylinder, and used the matching master cylinder. I had to drill a few holes, and install a custom stud on the clutch pedal to make it work. It is far stiffer than I'd like, but it works. I've heard rumours the factory 85+ hydraulic master cylinder from an SM465 truck is the same displacement as the newer ones, and would make for a very nice & light clutch pedal, and have everything bolt right in, but would require you to figure out a way to safely splice the new clutch hose with the old.
In my K5, I installed a 93 NV4500 with an external slave cylinder, and used the matching master cylinder. I had to drill a few holes, and install a custom stud on the clutch pedal to make it work. It is far stiffer than I'd like, but it works. I've heard rumours the factory 85+ hydraulic master cylinder from an SM465 truck is the same displacement as the newer ones, and would make for a very nice & light clutch pedal, and have everything bolt right in, but would require you to figure out a way to safely splice the new clutch hose with the old.
don.t want too high jack ,but i,am thing very seriously of doing this swap to my truck. would like to know what years and models of donar truck?it would be for a 1977 3/4 ton 6.2 sm465 looking for more speed 410 ratio.
Wrench
1/2 ton status
'95 up are easiest if you have no lift, they have the internal slave. late '92 to '94 will work with a 4" plus lift or if you use an adapter bell to run mechanical clutch.
I used a bell from Advance adaptors. External slave on the drivers side...cost was reasonable IMO at around $400. Mind you, being 2WD it doesn't really matter which side the slave is on.
Frankly in a C10 with a NA 6.2 I think an NV3500 would be just fine, in fact the gears are more nicely spaced than a NV4500's are and the OD ratio is about the same.
Rene
Frankly in a C10 with a NA 6.2 I think an NV3500 would be just fine, in fact the gears are more nicely spaced than a NV4500's are and the OD ratio is about the same.
Rene
I ran a NV3500 in my old diesel K10 with with 35" boggers and it was a really nice transmission! I never worried about breaking it because I wasn't putting much power through it, and don't wheel very aggressively anyways.
I'd reccomend putting one into another truck again. My NV4500 is great, but the gear spacing is brutal for a diesel engine.
thirdstreettito
Registered Member
Thanks guys. Im gonna go with a NV4500, with my foot the NV3500 would be toast in a week.
I think was Russ and I are trying to convey is that the gear spacing on the NV4500 and the SM 465 isn't really different. The gears are far apart numerically, just like the SM 465. It's a good thing the 6.2 doesn't mind revving.
There are two gains with the NV4500. Shift quality/smoothness, and the overdrive.
Rene
There are two gains with the NV4500. Shift quality/smoothness, and the overdrive.
Rene
MaxPF
1/2 ton status
Actually, it is only one gain: Overdrive. I have found that if you fix the shifter by welding the coupler to the cane and the paddle you eliminate the slop. Using the proper lube in the trans makes it shift MUCH, MUCH faster and easier. Everyone thinks gear oil is gear oil, and they pour regular GL-5 hypoid gear oil in their SM465 and then complain that it shifts like ass. GL-5 lubes contain friction modifiers and high pressure additives that essentially prevent the synchros from gripping their mating cones, causing hard, slow shifting. If you use GL-4 gear oil you will notice a massive difference in shift quality - it is NOT subtle.
The best GL-4 lubes are Redline MTL and MT-90 IMO. The MT-90 is the proper weight for the SM465. Amsoil also makes a GL-4 rated lube. For the frugal folks out there Sta-Lube makes a good ol' dino-oil based GL-4 gear lube that also works well. Keep in mind that you must NEVER put GL-4 lube in a differential since it doesn't contain the necessary additives needed to keep hypoid gears alive.
