In my ongoing 5.3l swap into my Jeep, I have changed course from using the 4L60E automatic to a NV3500 5sd. This was due to the fact that the 4L60E took a dump soon after I got it all back together, and I prefer a manual anyhow. So I have a NV3500 sitting on the floor in the barn, and the 4L60E is out of the truck.

My question involves the clutch. At first I hoped to use the flywheel that came with tranny (which came out of a 305 equipped 1/2 ton pickup) & the crank spacer which I bought to use the 4L60E (old style), but the bolt pattern is not the same.

I've searched this site and others with no definitive answer. Keep in mind that the bellhousing is not removable on this trans, so using a special bellhousing is not an option.

So my question is, what flywheel should I be searching for? Will a LSx flywheel work with the truck clutch?

Thanks,

 

Hey Pete....

I don't know if this is possible or not, but here's a suggestion: You might look and see if you can have the 305 flywheel drilled for the LS1 crank pattern. Might be impossible (too little material or something) but would be worth looking at.

Was the NV3500 ever installed behind an LS1 in any application? If so, the flywheel from that application might be what you need. But, given the way GM is, they probably changed a bunch of stuff (tranny input shaft, clutch, etc) so that they aren't compatible (I'm just guessing from the way they usually try to screw us consumers).


'JustDreamin'

EDIT: Went searching for some info on the NV3500, and found some interesting stuff. The NV3500 wasn't offered behind anything stouter than the 4.8L. The 5.3 didn't get a manual, and the 6.0L got the NV4500. Here are some specs from GM's website. Notice the rated torque. NV3500 is only rated for 285 ft-lbs, and if I recall correctly, the 5.3L is good for 335 ft-lbs. Maybe not a good choice (even if you already have it). But I don't know if the NV4500 would be any better choice, since its a 215lb brute with a 5.61:1 1st gear ratio (Hello Granny).


New Venture Gear 3500 (MG5) What's New or Changed View Photo Top of Page

Type: rear wheel drive, five-speed manual transmission
Engine range: 4.3L - 4.8L
Maximum engine torque: 285 lb-ft (386 Nm)
Gear ratios:
First: 4.02
Second: 2.32
Third: 1.40
Fourth: 1.00
Fifth: 0.73
Reverse: 3.55
Case material: aluminum
Center distance: 85mm
Fluid type: STF
Transmission weight: wet: 50 kg (110 lb)
Fluid capacity (approximate): 2WD: 2.28L (2.4 qt)
4WD: 1.98L (2.1 qt)
Power take off: no
Applications: Chevrolet Silverado and GMC Sierra (1500 and 2500 series)




New Venture Gear 4500 (MW3) What's New or Changed View Photo Top of Page

Type: rear wheel drive, five-speed manual transmission
Engine range: 5.7L - 7.4L
Maximum engine torque: 460 lb-ft (624 Nm)
Gear ratios:
First: 5.61
Second: 3.04
Third: 1.67
Fourth: 1.00
Fifth: 0.75
Reverse: 5.04
Maximum validated gross vehicle weight: 15000 lb (6804 kg)
Case material: aluminum and cast iron
Center distance: 109mm
Fluid type: Castrol Syn-Torq Synthetic oil
Transmission weight: wet: 97.1 kg (214 lb)
Fluid capacity (approximate): dry: 3.78L (4 qt)
Power take off: yes, one - both sides
Applications: GMC Sierra and Chevrolet Silverado (2500HD and 3500 series)

 

Complete manual trans here. What year was the truck that the flywheel came from? Was it a 1 piece main seal SBC or the older style 2 piece seal? If it was the older 2 piece seal (1985 and older SBC`s) then that is the reason it would not fit. They had to change the crankshaft bolt pattern and make it smaller when they went to the 1 piece seal. So if the bolt pattern on your flywheel is too big that is probably the problem. I believe that the 1986 and later 1 piece seal cranks are the same bolt pattern but I have never actually measured one and checked.

 

I'd recommend you call somebody who builds / rebuilds these transmissions and see if anything changes between the SBC and LSx versions. Maybe Rockland Standard Gear would know.

I know the T56 is different between the LT1 and LS1 (input shaft changes, among other things) so it is possible that other things changed. The older NV3500 version may be an even weaker trans (just a theory) since the 305 was never a performance motor (more suited as a boat anchor if you ask me) and GM seems to try to update / uprate transmissions as the motors continue to make more and more power.

Good luck Pete....

'JustDreamin'

 

When I did my swap (see sig) I just bought everything new from GM. Bellhousing, pressure plate,clutch, throwout bearing and the pilot bearing. It seems to be fine as I have 4500 miles on it so far without any problems.

Since the blocks are the same you might be better off going this route and using the NV4500. I did try to find the parts used from junk yards but apparently not many trucks were sold with the 6.0 NV4500 combination.

Bill

 

Funds won't allow the 4500. The NV 3500 was used behind 350's in 1/2 ton trucks, and the ratios suit my purposes. I'm not that abusive on trannys anyway.

Anyway, it is out of a '89. The flywheel would be from a one piece rear main seal crank. I've been looking online today, and the Gen III engines have a smaller symetrical pattern while the 86-96 cranks used a large indexed pattern.

I have the GM LS1 swap guide, and they state to use flywheel # 12561680 for "early style 4-speed" transmissions. Anyone have any idea when this part is used on in production, or is it just a specialty part?

Finally, anyone have a GM part number for the flywheel used in a 4.8l 5 speed application?

 

I had won a flywheel and clutch setup from a '04 GTO last week, and as luck would have it, it arrived today. So I have been measuring and researching since I got home tonight. Here is what I have come up with.

I assembled the pressure plate to its respective flywheel (305 & GTO) using the clutch disc from the NV3500. I measured the distance from the crank mounting surface of the flywheel to the fingers of the pressure plate. Oddly enough, there was a .200" difference, with the 305 setup being shorter. I expected this to be .400 (the difference in crank stick out Gen III vs SBC). So if you add in the missing .400, the GTO setup is about .200 shorter relative to the engine block than the 305 setup would be.

At first, I was thinking that I could simply machine down the GM crank spacer that I already have. I did some research and came across this page . At the bottom is a chart with the various length GM release bearings. The 305 setup uses the shortest on the chart. I have ordered up the N1741 bearing to make up the .200".

So I am going to use the GTO flywheel and pressure plate, a 12" disc from a '89 350 C10, the N1741 release bearing, and the normal pilot bearing. It will take a couple weeks to get the parts, so I will post up the results when I get it all together. Meanwhile, I have to adapt a clutch master cylinder to the Jeeps pedals...

 

Just an update. I picked up the 12" disc last night, and I do not think that is going to work with the GTO pressure plate. The GTO clutch is 11.688 diameter, and the extra brings the disc real close to the rivets along the outside edge of the pressure plate. Plus the Chevy disc is thinner new than the GTO disc is used, so I am worried a bit about it holding. So the new plan is to use the matching Chevy pressure plate with the GTO flywheel. I'll have to remeasure everything, but I suspect that the throwout bearing will change again...

 

Novak can tell you exactly what you need to swap in the 3500. I just talked with them about putting an SM420 behind a 5.3L. I'm using a Gen 1 bellhousing, 4.8 flywheel and one of their Gen 1 to Gen 3 pilot bushings.

Novak Adapters

 

Andy
Which 4.8 flywheel did you use? I believe there is an early and a late also I gather you did use a factory spacer bhind the crank?Thanks

 

I would really like to know more about this I'm looking to do a V8 S-10 with a 5.3L truck motor and a NV 3500 trans behind it. I need to know if the 5.3 had a pilot bearing hole in the crank and what else would be needed to mate the too.

 

What all would be involved with bolting an NV4500 up to the 5.3L? Just the 6.0L flywheel + adapter?

 

I used a flywheel I got off of Ebay. I'm not sure which version it is or what it was originally intended for, but here's the description:

"Brand new in box factory GM flywheel, fits 98-02 Cmaro and Trans AM, 2004 GTO as well as 97-04 Corvette. THis is a NEW GM piece, not a cheap import or used part. BRAND NEW IN BOX. More Items at www.speedinc.com"

It bolted right on to the 5.3 in place of the flexplate. Then I used the Novak pilot bushing with an extended "snout" on it to make up the difference to the tranny input shaft. It fit right into the back of the crank with no modifications. I'm using a McLeod 12" disc and pressure plate. I had to call them to get the right part numbers since its an odd-ball combination. It all fit together just fine, but I haven't figured out which throw out bearing to use yet since I'm converting over to a hydraulic clutch and haven't decided which clutch arm I'm going to use.

This was for an SM420 with a car bellhousing from the early 60s. I doubt the same combo will work for the later NV3500 or NV4500. Novak will know what you need to use -- just call them up and ask.

 

I am doing a jeep swap right now with a 5.3 and the jeep T18.

I was told I would need the ls1 pressure plate and flywheel and the clutch for the jeep t18

Novak makes a hydraulic clutch release too that I'll be using.

 

I've got a NV3500 in my 93 GMC too, and I'd like to put a LQ4 into it also. After doing a bit of research, the NV4500 was offered on the newer trucks, but only the 2500/3500 trucks. From what I can find, it seems in 2005, they stopped using the NV, and went with another tranny for a few years, before ending the manual tranny option all together. Since the NV4500 was offered on 2500 trucks in 93, and I can find the older NV4500s, would say a mid 90s tranny mount to a 2004 6.0L? Would I have to find a newer transmission? I hope not because the older transmission will mate to my Tcase, and again, I don't know about the newer ones. Any help anyone can give me would be apreciated.. I don't want to convert to an auto.. I'm too lazy for that.. lol

 

The difference you mentioned earlier about what 4.8 flywheel to use the earlier or later one you want the later one. On 01 and earlier 4.8s with the nv 3500 and the 6.0s they had a longer crank flange. The later ones they went to a standard flange and flywheel when they bolted then up. I've had both the 4.8 and 6.0 with the 5spds and they are nice trucks with those trannys. I know some will say the nv3500 is weak however I put 130k on mine and the original clutch and never had a issue last I talked to the current owner he has 180k on it and still ticking no issue if you don't beat it it'll be fine.

The older nv4500 can be made to bolt up fairly easily but I don't have a parts list on me to tell you what you need. The only thing I'd say is watch what year you get as some have some not so desirable gear ratios in them. The big draw back to the nv4500s is their are so few and everyone likes them so they can bring 1500-2000k very easily. They arnt fun to try and replace one.

 

All you would need is a 4.8L flywheel/clutch, a crank spacer, and a extended pilot bearing.

 

I have a 91 GMC with a nv 3500 and a sbc, I would love to put a 5.3 in it but i also can.t find anyway to make the trans work yet....don't give up guys

 

so your saying if i use a newer nv3500 (looking at an 06) it will work with an ls1 flywheel? i have a stock ls1 fly and pressure plate in the mail to me now....so i will just have to order a 10 spline disc?

 

I have done this, it is very easy and cheap to make it work.

To fit a 5.3L to an 'old school' style manual transmission this is what you need:
- Flywheel from a '06 4.8L or 6.0L, they are the same flywheel. It is raised to make up for the .400" difference. you do not need a spacer. The flywheel can be had new in the aftermarket for $60, Sachs NFW1050. http://www.oreillyauto.com/site/c/de...2271&ppt=C0338 This is the same flywheel GM refers to in their LS1 Swap guide.
- This flywheel is drilled for the old school chevy 12" clutch cover and uses 3/8" shoulder bolts to bolt the cover plate on.
- You will need an extended pilot bearing.

Pretty easy and uses common readily available parts, you should be able to put this together for $250.