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The Great Smaug

Overview Gallery Discussion
beags86 said:
Green being pulled by red, or I suppose orange is ok
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PRAIRIEGOLD! :saweet:

p7220009-jpg.201854


p1000118-jpg.201861
 
@Russell, were there any special requirements for the clutch on your 6.2/NV3500 combination?

Stomis said:
My advice will echo Russ'; get an internal slave cylinder unit and in my own experience make sure you purchase a clutch for a truck that was a 305 or 350/nv3500, IE a 96-98 c or k1500. Russ never had any issues running an older style diaphragm clutch in his ride but I for one have had a world of issues trying to use an old school performance clutch with the internal slave.
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@Stomis, what sort of issues did you encounter? Was the pilot bearing offset incorrect to actuate the diaphragm?
 
campfire said:
@Chevy305, how much difference did your Hurst short-throw shifter make? Did you run the stock stick before the switch?


I'm wanting to run the NV3500, so I think the difference will be smaller than what you had. But I haven't driven a late-model NV3500 yet, just the HM290 & NV4500.

:thinking:
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The NV4500 by it's nature is much tighter than the SM465 but the short throw shifter I have on it makes it even quicker and tighter. I would definitely say that it makes a difference. It now has throw like a muscle car. Now yes it's still a truck Transmission so no-lift shifts are kind of out of the question but that doesn't mean you have to start from the console then punch the dash to grab 3rd. I thoroughly enjoy my short throw shifter.

Did I also mention that Core Shifters makes a short throw for the NV3500 as well? :deal:
 
campfire said:
@Russell, were there any special requirements for the clutch on your 6.2/NV3500 combination?



@Stomis, what sort of issues did you encounter? Was the pilot bearing offset incorrect to actuate the diaphragm?
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No pilot issues. The internal slave simply does not have enough throw, with a bigger master or not, in order to fully actuate a high performance clutch. I mean we're talking old school 500-700hp big block strip hayes clutch. I spent $380 on that clutch and it sits on the shelf now. Theres a reason that the internal slave year clutch applications from say center force cost 150-250 dollars more than previous years. Theres simple not enough physical room to get the clamping force from the diaphram.
 
Russell said:
Nope. I used a stock SM465 clutch on the 6.2L.
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What did you use for hydraulics? This post makes it sound like you used the GMT400 M/C with the newer tranny in an 80s truck. Skipping the adapter and custom A/N line altogether.

Russell said:
Fits like it was built to be in the truck! The NV3500 is the same length as a 700r4, or any other transmission from 82+. It can accept any 27/32 spline 6 bolt round pattern t-case right off it's tailhousing (depending on it's spline count of course), I personally ran a 32 spline NP241 behind my transmission.

The hydro clutch can be a bit fun to integrate, but all I had to do was stop at the dealership and buy the bracket that was used in the factory 95 - 99 Chev pickups and cut out the part I needed, then bolted it to the inside of the firewall. The master cylinder then pops right on just like from the factory of the newer trucks. The internal slave cylinder utilizes the same clutch geometry as the older transmissions do, so you can use your factory clutch setup. I would highly recommend you run a diaphragm style pressure plate to keep the clutch pedal fairly light, 3 finger was no easier to actuate than a mechanical linkage.

Of course, there is the shifter clearance issues with 208 / 241 equipped rigs, I just used a very small shifter boot on the NV3500.

I had no problems with either of my two NV3500s strengthwise, one behind a 6.2L diesel that was used off-road, the other behind the 4.3L V6 in my old 96 which was driven daily, and not always nicely either. Keeping fluid in them (the correct fluid at that!) is obviously very important, and not kicking the crap out of them is also just as key.

Install was easy, no harder than putting in another 700r4. Infact, its a big lighter!
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Chevy305 said:
The NV4500 by it's nature is much tighter than the SM465 but the short throw shifter I have on it makes it even quicker and tighter. I would definitely say that it makes a difference. It now has throw like a muscle car. Now yes it's still a truck Transmission so no-lift shifts are kind of out of the question but that doesn't mean you have to start from the console then punch the dash to grab 3rd. I thoroughly enjoy my short throw shifter.

Did I also mention that Core Shifters makes a short throw for the NV3500 as well? :deal:
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Yes, I've looked into it. Not yet convinced that it's worth $300 to shorten the stroke by a couple of inches. This definitely isn't a race car. :crazy:
 
Stomis said:
No pilot issues. The internal slave simply does not have enough throw, with a bigger master or not, in order to fully actuate a high performance clutch. I mean we're talking old school 500-700hp big block strip hayes clutch. I spent $380 on that clutch and it sits on the shelf now. Theres a reason that the internal slave year clutch applications from say center force cost 150-250 dollars more than previous years. Theres simple not enough physical room to get the clamping force from the diaphram.
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Why did you need 2 of the special couplings? Would not a single one on the S/C end be sufficient? The squarebody M/C doesn't use it.
 
Yes, I used the stock SM465 hydro master with the stock NV3500 internal slave. I used a Swagelok fitting to join the two together. They are an industrial compression type fitting which holds immense pressure (30,000psi) with zero leakage. They also do not change the ID of the tubing they are used on. They work with plastic, steel, copper, stainless etc tubing no problem.
 
Russell said:
Yes, I used the stock SM465 hydro master with the stock NV3500 internal slave. I used a Swagelok fitting to join the two together. They are an industrial compression type fitting which holds immense pressure (30,000psi) with zero leakage. They also do not change the ID of the tubing they are used on. They work with plastic, steel, copper, stainless etc tubing no problem.
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The '86 SM465 master? Or a 465 master from a newer truck?

What was the special dealer part mentioned above?
 
85-87 master from a square body works just fine. That said, when I did the install you quoted, I could not find anyone who could verify if it would work or not, so I installed a newer master cylinder to avoid any issues. I bought a metal clutch master bracket for a newer truck, trimmed it to fit and mounted it to the older firewall so the newer master would snap right into place. This is a lot of extra work vs just installing the OEM hydro pedal and buying the Swagelok fitting to adapt the two different sizes of tubing together. You can also get fittings to use an AN tube as well, but that was a lot more expensive of an option.
 
Fastenal called yesterday saying they have an NV3500 for me. :)

My parts list is getting shorter and shorter. Now I pretty much just need a motivational kick in the pants. The engine & tranny are ready to be pulled, I'm just distracted right now.


:popcorn:
 
Tried installing my rear shocks today. I discovered that my MX-6 shocks have 9/16" bushings, so they do not fit my standard 5/8" frame-side shanks. I mentally prepared to go borrow my buddy's lathe and came in for the evening. Then the web told me to press out the bushing and just slide the rubber over the bolt.

Of all stupid things, I actually hadn't thought of that yet. :doah: :rolleyes:

The axle mounts have 9/16" bolts and fit perfectly. I don't remember having issues with the old shocks, but I guess they must have been loose on the axle end. :dunno:

The front Bilsteins have 1/2" bushings, but that is what I need up there.
 
GWeakland620 said:
Pics?
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Oh, peanut gallery...what would I ever do without you picture junkies? :rolleyes:

All I have is several piles of new parts waiting for installation. Not much actual progress since I got the front springs installed. So enjoy some stock pictures of what I'm talking about.


Stock pictures of shocks. Shocking.

mx6-shocks.jpg


69313d1228367541-just-installed-procomp-mx6-rear-shocks-image_054.jpg


2012-09-09_16-37-57_226.jpg




Stock picture of stock 5/8" shock mount.

$_58.JPG


Stock picture of 9/16" bolt.

Grade_8_4-Link_9-16_Bolt_0.jpg



Does that make you more happier?
 
I finally have all my parts under the same roof.


20171013_124746.jpg


Well, except for the master cylinder. I forgot that I had swiped that one to fix the Blazer. So the UPS man isn't quite done yet... :rolleyes:

We have gotten enough packages that my 2-year-old has gotten fond of pointing out the "Bwown Tuck" every time she sees it. :rotfl:
 
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