Transmission options

[Coach529]

Henry will be on the road shortly, via the 216 and 4 speed.

This is not going to work long term. I am in the process of shopping for a 235/ 250/ 292 and a transmission.

What are the best options for a tranny?

T5's get a lot of press.....but there must be other options as well?

I am not opposed to a auto. Cost and ease of install is probably the biggest decision maker.

Give me some wisdom!!

[NEWFISHER]

I couldnt be happier with the 250 and the 700r4. Super easy install for both and with the tall Lokar shifter, looks like a 4sp. It took a month or so not to push in the clutch pedal ( was removed ) before I finally just started it.

[f18delta]

Hey Coach, what rear end gearing are you running?

[Coach529]

Originally Posted by f18delta

hey coach, what rear end gearing are you running?

3:43

[mechanixman]

If you're considering an auto, I'd agree with fish on the 700r4
For a manual, I'd got with a T5, T10, or a tremec TKO or a T56.
A friend takes his Nova to the strip all the time. he swapped out his T5 for a T56 and it lowered his pass time by almost 2 seconds!

[Coach529]

I know nothing about these things, except the stock 4 speed does not cut it.

This truck will never see more than a 6 cyl, and will never make high HP. Just a fun driver. I would like to be able to cruise down the hwy at 65-70 though.

[mechanixman]

But you might not be racing with it. the T56 magnum's sixth gear ratio is .5:1.
Great fuel economy.

[Coach529]

T56 is out of my budget.......

[mechanixman]

I'd them go for a good T5.
If you manage to find one at a yard, bring a reference chart. Here's a good site:
http://www.britishv8.org/articles/bo...t5-id-tags.htm
5th gear ratios ranged anywhere from .86:1 to .63:1. Just try to find the lowest gearing you can get your hands on.
What rear end are you using?

[dubie]

you could get a 700R4 from an S/10 at a wrecking yard for a few hundred bucks. It would handle that inline 6 with ease. They have a nice low gear set in them and have the bonus of overdrive for highway cruising. That would be the way to go

But if you want to throw gears around, you could get a 5 speed from a GMC Safari van and bolt it up. Either tranny would be a good choice for overall daily driving

[G&R's57GMC]

700R4 or better yet 4L60 as they are easier to find now.

Notice I didn't say 4L60E that would require a stand alone controller. But you could then have paddle shifting and push button gear selection. BIG BUCKS !

A friend of mine put 700R4 in his '55 Cameo behind a 261 I6 with twin 1 barrel carbs, What a difference it made from the stick it had.

[focusedontheprize]

I guess the first question really..

Do you want a stick or an automatic?
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[Rude Dude]

If you are contemplating change remember the closed drive shaft and rear differential will have to be changed also along with saddles on rear housing. The automatic trans doesnt just bolt up to a 235, 292 you will have to buy an adapter so weigh in that in the cost. Also if six lug bolt pattern is wanted than you will need a rear end from 55-71 chevy truck with open drive or Toyota Truck foropen drive set up.

[_Ogre]

i went with 700r4
it has a nice 1st gear to match the 6 cly

[Dan in Pasadena]

Buddy of mine had a 700R4 behind a stock-ish 292 and that was a truly fun truck to drive. Of course, if you later want to drop performance enhancements into that six it CAN be quite a brute.

[1project2many]

Most of the common trans swaps are expecting a 55+ Chevy engine bolt pattern and open driveshaft type rear. I have little experience with the torque tube trucks. Because you asked about a trans designed for the later engine / rear my suggestions are as follows:

If you're thinking of installing a 292 or other "high torque" engine and you don't tow or load the truck too much you could drop to a numerically lower rear gear ratio and keep a four speed. That might involve the least amount of modifications.

If making big changes is no big deal I'd vote auto for relaxed cruising. There's no clutching, no working gears up and down, and it's easy to drive if you get into traffic. Auto trans is also generally easier to install imo but there will be additional plumbing and likely an external cooler. The 700R4 has a really low 1st gear ratio that can help when towing or moving a heavy rig. The 2004R is a nice choice overdrive auto for a ride that doesn't carry a substantial load.

Manual trans is a little different. I've rebuilt plenty of T5 transmissions. Not really a fan but there are quite a few out there running and there are plenty of people who can help pick the right combination of parts so it fits in your truck. If using a 250 or 292 I'd probably look for a Getrag / Muncie HM290 / 5LM60 / NV3500 from a 2WD 1/2 ton or S-truck w/ 4.3 instead of the T5. No one wants them. They're a bit stronger than a stock GM V6 or small V8 T5 and likely to cost less. You'll need to work out a speedometer drive though as these trannies used electronic speed sensors instead of cables.

Good luck.

[focusedontheprize]

Just my .02 cents...

I am running a 292 and really wanted to go the manual route. A T56 didn't make sense for my build nor did I want to spend the money for one, I looked into the WC T5 and the NV3500s (NV4500 is overkill for what I wanted so those were immediately out). Since I wanted a little bit of a heavier transmission that could handle the torque from the 292, I decided against the T5 and went with the NV3500.

After doing my research and searching for prices, I found a good deal. 5LM60 (very similar to a NV3500) out of a 1992 Chevy K1500. I was able to use a big block tooth Chevy flywheel (168 tooth) and was able to bolt up directly to my 292. It made everything a bit easier. Now because my transmission is all one piece, I did have to modify the tunnel and firewall just a bit, but nothing that would be a deal breaker.

With it all said and done, I am happy I went with this setup. If you have some time to look, I would search to what comes in the newer Chevys for transmissions. I don't know what their manual transmissions are, but I have seen a few in my yard.

Good luck
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[Coach529]

Originally Posted by Rude Dude

If you are contemplating change remember the closed drive shaft and rear differential will have to be changed also along with saddles on rear housing. The automatic trans doesnt just bolt up to a 235, 292 you will have to buy an adapter so weigh in that in the cost. Also if six lug bolt pattern is wanted than you will need a rear end from 55-71 chevy truck with open drive or Toyota Truck foropen drive set up.

The rear end has already been changed, so no worries there.

[Coach529]

Originally Posted by focusedontheprize

Just my .02 cents...

I am running a 292 and really wanted to go the manual route. A T56 didn't make sense for my build nor did I want to spend the money for one, I looked into the WC T5 and the NV3500s (NV4500 is overkill for what I wanted so those were immediately out). Since I wanted a little bit of a heavier transmission that could handle the torque from the 292, I decided against the T5 and went with the NV3500.

After doing my research and searching for prices, I found a good deal. 5LM60 (very similar to a NV3500) out of a 1992 Chevy K1500. I was able to use a big block tooth Chevy flywheel (168 tooth) and was able to bolt up directly to my 292. It made everything a bit easier. Now because my transmission is all one piece, I did have to modify the tunnel and firewall just a bit, but nothing that would be a deal breaker.

With it all said and done, I am happy I went with this setup. If you have some time to look, I would search to what comes in the newer Chevys for transmissions. I don't know what their manual transmissions are, but I have seen a few in my yard.

Good luck
Posted via Mobile Device

I found what appears to be a NV3500 this past weekend. The seller claims it is a T-5, but it has the bell housing attached all as one piece. I am going to have the seller pull the numbers of it so I can do some research

My only negative towards the NV3500 is I would loose my foot pedal starter button.

[_Ogre]

if you go with a newer trans that uses the rear mount, vs bell housing mounts
you will need to convert your 292 from a front mount to side mounts
not difficult to do/fab, just a heads up that that will be part of the project

[Coach529]

Originally Posted by _Ogre

if you go with a newer trans that uses the rear mount, vs bell housing mounts
you will need to convert your 292 from a front mount to side mounts
not difficult to do/fab, just a heads up that that will be part of the project

I will be running a 261.

[1project2many]

My only negative towards the NV3500 is I would loose my foot pedal starter button.

Not necessarily. Many of our school buses use a momentary "on" switch that looks just like a floor mounted dimmer switch. They're fairly stout and I imagine one could be used to operate an electric starter solenoid for many years.

[mknittle]

There is a guy here that used a tractor foot starter switch. I am going to give it a try. I think the stock rubber bellows boot will hide the switch nicely. they look to be about the size of a dimmer switch. then figure a way to adapt the foot pad and good to go.

[Coach529]

OK.....so mounting a NV3500 to a 261. What will I need? Help this greenhorn out.

Will I use the starter of the donor pickup?

[focusedontheprize]

I did this swap with the 292 so just a few things I learned:

- Find out exactly what transmission it is (the NV3500 looks very similar to the HM290 and the 5LM60 on the outside, however their internals are different). The HM290 and 5LM60 runs a 4 shift rail system compared to the NV3500 which runs just 1 shift rail setup. It will make a difference when you are looking at parts and etc.

- I believe the Chevy 261 bolt patterns are completely different than the 194, 250, 292 engines which are V8 bolt patterns (and bolt up to the NV3500 directly) so if you went with the NV3500 route you would need an adapter (if they make them for the 261).

- I decided I wanted to use the floor pedals (same as you) and wanted the hydraulic clutch setup. Since I was running that route I had to mount the clutch reservior by the master cylinder underneath the cab. I believe you are running the newer master cylinder so we fabricated a bracket very similar to this to house everything.



Here is the article I looked at a few times:

http://www.customclassictrucks.com/t...n/viewall.html


Maybe the T5 swap might be a bit easier?

http://www.adchevy.com/techtips/t5swap/