'63 K NV4500 removal / reverse build thread

[Captainfab]

I just found out that you had this thread over here. Thanks for starting this thread and all the info and pics so far. Hopefully I won't have any issues with my NV4500. But if I do, this thread will help.

It is my understanding that the NV4500 has a different bolt pattern in addition to the larger front bearing retainer. That is as compared to the SM465.

['63GENIII]

Originally Posted by Captainfab

I just found out that you had this thread over here. Thanks for starting this thread and all the info and pics so far. Hopefully I won't have any issues with my NV4500. But if I do, this thread will help.

It is my understanding that the NV4500 has a different bolt pattern in addition to the larger front bearing retainer. That is as compared to the SM465.

Hey John, Yeah I've got another thread as well in Engine and Drivetrain but that one may be a little shorter. I would have put it here but was afraid that it was getting off topic.

I guess I will keep the bellhousing after all if the earlier one won't fit. The slave setup isn't in the way, but I like the idea of just kinda cleaning things up if I could while I have the trans out already. I think I will sell my TH400 and the SM465-205 combos to help offset the cost of the syncros and possibly now bearings for the 4500 at this point.

BTW, I found that the 465 has a PTO on it that used to operate the Braden winch on my '64. I think it woud be a cool addition to the 4500. Does anyone know if the PTO's are interchangeable?

['63GENIII]

After doing some research, I did find ONE line in a thread stating that in '95 the NV4500 went to a different bolt pattern making it not compatible with the earlier bellhousings. Does this mean that the trans that I have (casting date of '92) may bolt up and I may only have to get around the input shaft retainer issue? I'm trying to get over to my Dad's place tonight to pick up the 465 and take some measurements. Just hoping someone here would know so I don't have to go through work all day today thinking about this. Nothing worse than crawling around in a rat infested attic on a Saturday with truck on the brain! Haha. The suspense is killing me! LOL.

[Captainfab]

That's how I found out about this thread.......

Originally Posted by '63GENIII

Hey John, Yeah I've got another thread as well in Engine and Drivetrain but that one may be a little shorter. I would have put it here but was afraid that it was getting off topic.

I guess I will keep the bellhousing after all if the earlier one won't fit. The slave setup isn't in the way, but I like the idea of just kinda cleaning things up if I could while I have the trans out already. I think I will sell my TH400 and the SM465-205 combos to help offset the cost of the syncros and possibly now bearings for the 4500 at this point.

BTW, I found that the 465 has a PTO on it that used to operate the Braden winch on my '64. I think it woud be a cool addition to the 4500. Does anyone know if the PTO's are interchangeable?

I just did a little more research, and you may be correct on the bolt pattern. I must have misunderstood what I read. The bellhousing that AA sells is listed for '96 and up GM or '93 and up Dodge NV4500.

I found another thread with a reference to the bolt pattern and input bearing retainer size. It sounds like the '92-'95 GM NV4500 will bolt right up to a standard GM bellhousing that has the 5-1/8" center bore. That is what would be bolted to your SM465.

http://67-72chevytrucks.com/vboard/s...d.php?t=415769

['63GENIII]

Hey Captain, I did some more research too and now I'm really not sure. I was trying to get the measurements for the 465 BH as I haven't been able to pick mine up yet. The early NV trans is 10.07 cl to cl on the top and 10.394 cl to cl on the bottom. From top to bottom, 4.865 cl to cl. I couldn't find the measurements for Saginaw-Muncie online. Ill wait until I get the 465 BH to measure and post back. If It does fit, it could save alot of people some $ in the future. As far as the other thread, I haven't had any replies so I think it's a judgement call for me. I'm just going to keep the bearings that it has in it for now and replace the syncros with genuine NV stuff. This truck is a work / DD truck and seldom pulls more than 10K. I think the imported stuff should be fine for now. I was looking on Quad4x4's site and they even sell the imported stuff for their "less demanding" customers. I guess I'm one of those people at this point.

[Captainfab]

I did some more research today, and according to Advance Adapters, none of the NV4500's will bolt to a standard, GM bellhousing. The '92-'94's have their own bolt pattern, and the '95 and up is different again, but the same as the '93 and up Dodge NV4500. The '92-'95's have the 5.125" diameter register on the bearing retainer, whereas the '96 and up have a larger register diameter of 5.60".

I do have several standard GM bellhousings, I just didn't get around to measuring the bolt pattern on one yet.

['63GENIII]

Well I finally picked up the 465 last night and Captain you are right. Just some quick measuring shows that the two BH's are different. On the bright side though, I did score a cool old Spicer PTO off of the 465. Ive got to call a few PTO suppliers to see if I can adapt it to the 4500. Im going to try and take the mainshaft apart tonight so I can order the right parts and start putting this beast together again!
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['63GENIII]

Update on the 4500...I've been able to take the mainshaft apart down to third gear. I'm going to have to make a puller collet(?) in order to remove the third gear itself which was wasted by the syncro. I've ordered a complete kevlar faced syncro set, a new third gear, the 3-4 syncro ring and and some small parts. They should be here Monday and hopefully the reassembly pics will start rolling in. I never understood the kevlar lined syncros that everyone was talking about until I took it apart. The part where the kevlar facing is reminds me of a motorcycle clutch surface. The friction that the faces provide are what help keep the gears syncronized giving smoother shifts. Use the wrong oil, friction goes away and so does the smooth shifting. I'll get pics later if the camera will allow. I also found out that the PTO from the 465 will not interchange with the 4500. I'd have to find an input gear for it and I think the PTO has long been obsolete. I don't think it is worth the money to put a newer PTO on just to say I have one.