SM465 in Camaro?
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Car: 1997 Toyota Chaser JZX100
Engine: 1JZGTE VVTI
Transmission: 4spd auto
Axle/Gears: 3.42
SM465 in Camaro?
I got 383 84 Z28 700r4 trans i am a certified Welder and my best friend is a machinist so custom fab work is no problem i'm just wondering if any one has try to put a SM465 in a camaro cause they are straight cut gears and is VERY CHEAP for a used one any info would be greatly appriciated
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Car: 1984 Z28 Hardtop
Engine: 383 Carb
Transmission: 4L60
Axle/Gears: 3.54 Dana 44
Re: SM465 in Camaro?
Where would you find high enough differential gears to use with a 6.55 first?
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Car: 1997 Toyota Chaser JZX100
Engine: 1JZGTE VVTI
Transmission: 4spd auto
Axle/Gears: 3.42
Re: SM465 in Camaro?
Thanks for the info i'll probly just stick with the 700r4 for now
#5
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Re: SM465 in Camaro?
Noone noted the iron case.
If you want a truck transmission, how about the aluminum-case ZF 5-speed from a Ford F250 2WD 7.3 diesel? You still get a useless first, but the other 4 gears should be useful with a 2.73:1 or 3.08:1 axle.
If you want a truck transmission, how about the aluminum-case ZF 5-speed from a Ford F250 2WD 7.3 diesel? You still get a useless first, but the other 4 gears should be useful with a 2.73:1 or 3.08:1 axle.
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Car: 87 IROC L98
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Re: SM465 in Camaro?
I had a 465 4 speed in my old 79 4x4. 3.73 gears and 36" tall tires and I still never used low gear.
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Car: seeking '90.5-'92 'bird hardtop
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Re: SM465 in Camaro?
So remove that gear, make it an SM365. Has the advantages of being under $150, being able to hold 1000+ horses with no mods, and with the also-available 1.38" input, should take 1500+ horses. Iron, yes, but short. Very readily available. The '88-'91 top was aluminum and did improve the shifting. The gearing is a mess, at 3.58 / 1.70 / 1.00, but if you're making enough power to break every other transmission, then you're making enough power to recover from such an RPM drop after each shift.
But if you're pulling a truck trans from a yard, get the ZF 6-speed from a 2000-ish GM 1-ton. Then you get 5 useful gears in an aluminum case, and it will still survive 1000+ horses.
But if you're pulling a truck trans from a yard, get the ZF 6-speed from a 2000-ish GM 1-ton. Then you get 5 useful gears in an aluminum case, and it will still survive 1000+ horses.
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Re: SM465 in Camaro?
I'm a cheapskate addicted to overkill, so in the same vein, I am looking into this. The NV4500 seems wrong for these cars, but for land speed racing, where weight is a good thing, the NV4500 may have merit. It would have to go on the back of Lakewood's bellhousing, adapting it isn't the challenge. But Lakewood can't even tell me if either a 12 inch clutch, or a dual disc clutch, will fit. McLeod makes a flywheel just for putting traditional manuals behind an LSx, and Lakewood does specify that old 168-tooth flywheels will fit. Plus it is SFI-approved.
The 465 is a lost cause, just for how it shifts, and the shift tower is too far forward. You'd have to remove the dash, the HVAC, and the center console entirely. But there's an offset shifter from Novak, IIRC, for the NV4500 for Jeeps to keep their stock plastic center consoles, and that looks adaptable for us.
It's the only common manual trans that'll hold over 1000 ft-lbs for under $150, as the ZF S6-650 is proving extremely unavailable, while I've already found 2 4500s in the yards.
Ultimately it could prove less final cost than a 4L80E. Same number of useful gears, but the overdrive is slightly better for the '92-'94, at 0.7286:1, while '95-up is 0.7451:1. The early version is more coveted for the low 6.34:1, and the external slave, but is easier to adapt to traditional bellhousings. Only the '94-'97 Dodge tail has provisions for a mechanical speedometer, but I wouldn't need that.
And even with the iron case, it's no heavier than a 4L80E.
Alternately, the ZF S5-47 may be worth adapting.
The 465 is a lost cause, just for how it shifts, and the shift tower is too far forward. You'd have to remove the dash, the HVAC, and the center console entirely. But there's an offset shifter from Novak, IIRC, for the NV4500 for Jeeps to keep their stock plastic center consoles, and that looks adaptable for us.
It's the only common manual trans that'll hold over 1000 ft-lbs for under $150, as the ZF S6-650 is proving extremely unavailable, while I've already found 2 4500s in the yards.
Ultimately it could prove less final cost than a 4L80E. Same number of useful gears, but the overdrive is slightly better for the '92-'94, at 0.7286:1, while '95-up is 0.7451:1. The early version is more coveted for the low 6.34:1, and the external slave, but is easier to adapt to traditional bellhousings. Only the '94-'97 Dodge tail has provisions for a mechanical speedometer, but I wouldn't need that.
And even with the iron case, it's no heavier than a 4L80E.
Alternately, the ZF S5-47 may be worth adapting.
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