Ive been thinking about doing the Np205/203 doubler for a long time, then i thought for the money i could just add a sm465 into my drivetrain, more gearing options that way. I have the lenght between the frame rails being a 4 door long bed. i think the two most diffcult things would be connecting the sm465 behind the th400 and shifting the sm465 ( which would be like a transfer case). Any thoughts, pictures or ideas. Thanks
CK5
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Th400 to SM465 to Np205
- Thread starter 53chevy
- Start date
xenomarine
1/2 ton status
That would be sweet, I have no idea for mounting the 465 but you're probably going to have to go with a sweet cable shifter setup. Maybe something like a plow control.
Take the TH400 out of the equation.
Martin
Martin
Stomis
Professional Amateur
Its possible. Guys have done dual Toyota transmissions and I may have even seen dual sm465s before if I remember correctly.
You may need a Trans brake to stop momentum in the th400 in order to shift the sm465 seeing as how there wouldn't be a clutch between the two. Not sure if shifting the auto into neutral would take the tension off the drivetrain.
You may need a Trans brake to stop momentum in the th400 in order to shift the sm465 seeing as how there wouldn't be a clutch between the two. Not sure if shifting the auto into neutral would take the tension off the drivetrain.
Been done already waggoner machining did that and other combinations.
I am working on 2 combos:
465/465 and powerglide/465
It probably will be years before it happens if you know me but the plans are done.
Thats crazy awesome sounding. Now find a way to attach a flywheel abd clutch to the t400 and youd be big pimpin 
The first hurdle is attaching the TH400 (male 32 spline) to the 465 (male 10 spline). It's possible to make an adapter and drive sleeve (10 spline on one side and 32 on the other) but the input shaft is already one of the weak links on the SM465, let alone with ~5 times the torque on it. That connection needs to be build as large as possible and that means custom shaft work.
On top of that, you really need the biggest connection between the 465/205 because there's so much gear reduction ahead of it, even the bigger 32 spline connection is likely to be a weak link in the system.
On top of that, you really need the biggest connection between the 465/205 because there's so much gear reduction ahead of it, even the bigger 32 spline connection is likely to be a weak link in the system.
I don't know where I saw it done (Pirate?) but someone did a 465/465 combo quite a few years back, and as I recall, the input shaft was the first thing to fail.
The typical input is 1 1/8" but if you can find one from an old c60 it has a 1 1/2" input shaft.
I have one of those.
If you want an easy spline match the amc jeep version th400 is a ten spline 1 1/2" output.
It might not be the exact spline shape but it's long enough to be cut and resplined.
Are those major or minor diameters?
The reason I want to do a powerglide is because it's only 2:1 ratio so torque is not too high going in.
If I do the dual 465 I will only put it in 2 or 3 never in L and only when I really need the lower ratio for something really technical I would use first with no right foot input.
454Sub
5/8 ton status
The imput on the second tranny will always be a weak point, as it was never designed to take that kind of abuse.
Don't forget the torque converter is generally considered another 2:1, so even the powerglide first gear is more like 4:1.
Something much lower than it's really good for, I think I've seen the NV4500 at 400-450 ft.lbs. (even less than stock Cummins engines it was attached to). But even if it was 500 ft.lbs, when you multiply the input torque on it by 5 times it's only good for 100 ft. lbs. or so.
In my opinion, it's too much gear reduction on parts that weren't designed for it at all (remember that the 465 input was designed for engine torque only, no gear reduction). I don't think you can make the intermediate shafts (both) strong enough to be reliable.
How much is an underdrive Ranger?
Martin
Martin
Put the 465 in front of the 400.
A guy up here built one. Tim Miller. It was in a stretched jeep. He called it the AK49er. I'll look it up on a local forum and see what info I can get.
A guy up here built one. Tim Miller. It was in a stretched jeep. He called it the AK49er. I'll look it up on a local forum and see what info I can get.
1BEATK5
1/2 ton status
The 465/465 on pirate broke the adapter drive sleeve once. Also broke a 14b pinion shaft. That's some serious torque multiplication.
A ranger is $1500 and only has a 420 lb input torque rating. I would rock a ranger/465/203/205 any day though.
A ranger is $1500 and only has a 420 lb input torque rating. I would rock a ranger/465/203/205 any day though.
I'd go mag box. So badarse
I know of several T400-465-205 combos up here and there are several other problems other than the ones that I've seen mentioned. The overall length of the combinations lends itself to breakage unless some sort of cradle is fabbed and designed to protect the drivetrain from frame flex. Torque flex is another thing that needs to be considered. With the 465 in low it gets to be a simple matter to twist things, break things, leave one stranded.
Gus
Gus
