NP435 questions

[koolky]

I've got an SM465 that I planned on putting back into my 71 GMC. Since its a half ton truck I dont see the need for that heavy duty of a trans. I was looking at the NP435 they seam to be a realy nice unit, nice ratios, not too heavy, direct bolt in. The problem is that I'm having trouble finding one for a GM. I was told they were only made them from 67-72 for the trucks, but I was also told that the NP435 that came in the F_rd trucks will bolt in? I know the input shafts on both are 6.5" long and 10 spline, but the F_rd ones are 1/16" less diamater.

[WorkinLonghorn]

I can't tell you about the Ford model,or any other models besides GMC but here's my take on the 465 and the 435 (I've had both in '69 GMC,1/2 ton and 3/4).
They are both equally stout.The 465 was designed to get a large trailer moving out of the hole,on a hill etc. The 435,with it's higher 1st gear was for getting a truck with large camper moving.
If you are not going to be hauling heavy loads,you will never need the 1st gear on either of these. If you are using it for work like me (3000 lbs gravel today) then the 435 is perfect.

[Bob B.]

If you are changing from a SM465 to a NP435, the shift lever on the 435 is back a ways farther than the 465. You may have to make a new hole in the cab 'hump'. Also, one difference on the GM 435's is that the lower transmission case to bell housing bolt holes are threaded, as the lower bolts come in from the clutch side. Many of the Ford and Dodge cases have all 4 holes not threaded. Neither of these issues are a big deal. As far as the splines are concerned, maybe you could use the Ford clutch disc?

[drewdude92]

lol why you say F_rd is it like voldermort? is it bad to say ford?

[bucket]

my understanding is the 435s were the "heavy duty" option. my 67glovebox calls for "heavy duty 4 speed" and the np435 is what it was given at the factory.

[67_C-30]

Every 4 speed GMC with a V6 that I have owned has had the NP435. I just put one behind the diesel in my '67 C-30.

[GMCBubba]

just remember that there are two different NP435s that were used in our trucks. one has a close ratio, the other is a deep granny low. have you considered the NV4500? more expensive, but you get an OD

[airdale94]

http://www.novak-adapt.com/knowledge/np435.htm

I just found one of these. I was hoping it was the close ratio, but it still has the higher 1st gear. From what I've heard the campers or camper versions had the close ratios.

Some of the Fords and Dodges have provisions for GM not sure which ones or the years.

[koolky]

Originally Posted by drewdude92

lol why you say F_rd is it like voldermort? is it bad to say ford?

Around here F_rd is a word not spoken. lol

[WorkinLonghorn]

The resto-pack from GM inplies that the 435C (deep granny) was available on one-ton models that had the 11,000 lb. axle,and on 40-60 models. Apparently it had a parking brake drum set-up on the back.
It says the 435CR was an option 10-30 series. But this is specifically referring to 1969 chevys.GM and other years may be different.

[koolky]

Ive gotten alot of my info from Novak, I realize there are 2 difernet ratios, but i was under the impression that if i were to find a GM NP435 that it could only be close ratio. Also, is it possible to use a F_rd clutch plate so that it will match?

[koolky]

How do you tell the diference between them. Novak shows 4 types A L D and E. Ive looked at NV4500, 3500's and T5's every thing else i think it too much $$$... I think a T5 would be nice but i would have problems with the shifter location. Im not too concerned about the over drive since i wont be going on the higway much and im running stock gears in my truck witch i think are 3.89 or so. (71 GMC 1500 had TH350). I just figured the NP435 was better for what i want than the SM435. NV4500, No, to expensive. I'd still like ot know more about the NV3500, I think the shifter will be way too far back.

[airdale94]

Haven't got mine cleaned up yet to see if there's any numbers to run, but I counted the rotations of the output shaft in 1st and 3rd.

I think I read that the GM clutch discs will work on the Fords. Do a Google search for NP435 and some other forum has some info.

[1969 GMC]

There really is no need to go to the trouble of swapping out the SM465 for the NP435. They are both clunky driving truck 4 speeds. Unless you plan to go with an o/d tranny of some sort, or a car manual tranny...there is no point.

[airdale94]

Originally Posted by 1969 GMC

There really is no need to go to the trouble of swapping out the SM465 for the NP435. They are both clunky driving truck 4 speeds. Unless you plan to go with an o/d tranny of some sort, or a car manual tranny...there is no point.

Out side of price. I got mine for $50.

And if you get the close ratio towing uphill and need to downshift you don't lose your RPMs.

[WorkinLonghorn]

I've had both and I really like the 435. With a heavy load it's perfect and with tall gears and 33" tires you could actually use 1st all the time. But " 1969 GMC" is right about them being clunky truck transmissions.

[chevy29267truck]

in my 67 chevy 3/4 ton truck i have a 4speed in the truck and years ago when i had a 68 chevy one ton truck it had a 4speed in the truck too i have 4speeds i dont know if there are sm465 np435 or nv4500

[WorkinLonghorn]

Well sir, I believe the '67s had a SM 420 4-speed. The 4500 is a later (90s ->) 5 speed.

[Dave64]

Been looking at other sections of this forum site and am unsure if I'm posting this in the right department.
If I have made a blue, possibly someone may be kind enough to either move it or show me where it should be??

Been trying (unsuccessfully so far) to locate an input shaft and housing for the Chev/GMC version of the NEW PROCESS NP435GA as came out in some GMC/Chev light trucks between 1968-1972.
Would even consider a good used second hand one if anyone has any leads.
Have tried some of the larger transmission rebuilders over your way, no luck so far, even if they do bother to reply.
Only after the actual input shaft and input shaft housing (tapered roller type) which has the TWENTY-TWO tooth input count (38 tooth on the cluster), which going by what I have here, gives the 4.56:1 FIRST gear ratio of the NP435GA.
If lucky enough to find one, would have to be willing to send to Australia, I'll pay of course.
Thanks, Dave64

[weim55]

I have an old-school manual transmission rebuilder-shop near me that has a large stock of good used parts. I’ll give them a call on Monday and see if they have what you need. Help me understand what you mean by the input housing, Is this the input bearing assembly you speak of (?) , The input retainer that the release bearing slides back-and-forth on (?)

Steve weim55 Colorado

[Wrenchbender Ret]

A quick way too tell the difference in a SM 465 & NP 435, the 435 has an aluminum cover. The 465 has a cast iron top.

[Dave64]

Originally Posted by Wrenchbender Ret

A quick way too tell the difference in a SM 465 & NP 435, the 435 has an aluminum cover. The 465 has a cast iron top.

Yes, have both the SM465 and various versions of the Np435’s here. Shaft I’m looking for is from the GM version of the New Process NP 435 GA, am familiar with the different transmissions, Thanks, Dave64
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[Dave64]

Originally Posted by weim55

I have an old-school manual transmission rebuilder-shop near me that has a large stock of good used parts. I’ll give them a call on Monday and see if they have what you need. Help me understand what you mean by the input housing, Is this the input bearing assembly you speak of (?) , The input retainer that the release bearing slides back-and-forth on (?)

Steve weim55 Colorado

Steve. Yes, the input shaft (some call it the main clutch drive shaft) runs inside the input shaft housing which is bolted to the front of the main transmission case with 4 studs ,supported by a bearing and seal within said housing. The clutch throw out bearing slides back and forth operated by the throw out lever. The confusion comes from some manuals saying that the input shaft is supported by a roller race, others are saying a tapered roller bearing. I have all the actual input shaft measurements here somewhere, spline count 10 spline X one and one eighth inch diameter, pilot tip diameter of 0.590 inch,pilot tip length of one inch, stick out from face of transmission case to tip of pilot at 6.62 inch The input shaft housing where the clutch throw out bearing ( or thrust race) slides, has an outside diameter of 1.373 inch, doesn’t give the length though. I have an input shaft housing to suit the above sized TAPERED roller bearing, but which is a different bearing housing to the roller race version. That’s the best way I can describe it. If you could ring your contact and let me know on here, would be much appreciated. I was also given an original Chev part number, but whoever posted them gives the input tooth count as 21 tooth, the Chev tooth count should be 22 tooth, to suit a 38 tooth countershaft main drive. Thanks Dave64
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[weim55]

OK.... I completely forgot to make the call about your parts. I’m looking into it now, is your input bearing just behind the input retainer a caged roller bearing or a tapered roller bearing and race?

Steve weim55 Colorado

[Dave64]

Weim55,
Steve,
I may not have made myself clear, but the HOUSING I have here is for the TAPERED ROLLER bearing.
Depending on whom you're talking to, the Chev/GMC version DID NOT use the tapered roller type, yet they are listed in the Chev/GMC parts list???
If worse comes to worst, I would have to also get a housing that suits the flat roller race, but believe I can get away with the tapered roller type housing that I have here.
Hope that makes it a bit clearer.
Cheers, Dave64