You could try to find a nv 4500 out of a later chevy truck to swap. I don't know if the 833 will bolt up or if the splines are the same. i know the nv4500's are.

 

The 833 is a sideloader transmission that uses a 32 spline output and will bolt to a np208, not a very strong unit as it was mostly found behind v-6 rigs in 1/2 ton only.
The NV4500 would be a better choice and adapters are available to make it match up to your 208 or 205.

 

i have the 833 it works good for my truck reverse is way too high ratio first is a little high too but you can get goin pretty easily as for the 205 transfercase is it just hanging off the end of the transmission or does it have its own mounts to hold it up sorry for bein dumb but ive never seen a truck with a stock 205 in it

 

I am now thinking that I would be better off with the np833 giving me a real first and an overdrive at the same time. Waht I was wondering is if the bell housing for the 465 and the 833 are the same? And what is the spline count on the output shaft of the 833? Will I be able to use my np208 tcase or the 205 that I have in now? w.

NP208s come with two different spline counts. The 32 spline version fits the TH400, SM465, and the NP833.

NP833 is a good trans for a stock,non-turbo 6.2 diesel. It has a max torque-rating of 270 lb. feet which is more than any NA 6.2 is going to make. But, NP833 has its own special bolt pattern due to an odd-ball center hole and bolt pattern when used on GMs. NP833 also uses a different flywheel on a 6.2, than the SM465 uses. Why, I don't know?
They have different weights, so maybe it's a balance thing?

I've many photos of the bell housings, trans. etc. if wanted.
I've got two 6.2 diesels with NP833s and I like them just fine. One is a plow truck with 150,000 miles on it and the trans has never been out. I did however, crack the bell-housing once and had to weld it. It's aluminum. I also have a Dodge truck with the 833 and it's been fine.

The J-code flywheel for 6.2s and the SM465 HD trans is casting # 14050525 and weighs 45 lbs.

The C-code flywheel for 6.2s with the NP833 is casting # 14022675 and weighs 31 lbs.



SM465 Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th).

NP833 or "A933". four speed OD. 1st-3.09, 2nd-1.67, 3rd-1 to 1, and 4th-.73)

 

hey would a NP833 hold up to a banks 6.2?

 

thanks for the replys. A nv4500 is out of the question because of cost. I found a nv3500 w/pedal hydro line, master and slave for 250. I dontknow if the 4x4 3500 has a 32 count spline does anyone know?

 

All the NV3500 installs I've seen were done to replace a 700R4 - which uses different splines. 700R4 is the light-duty setup, as is the NV3500.
Maybe there are variations out there - but from what I've seen - you can't mix without extra work and expense to change splines.

No big deal though if you can pick up a matching 208 or 241 transfercase for $50-$75. I've found many in that price range.

TH400, SM465, and NP833 all match with their own spline count.
TH350, 700R4, and NV3500 are the other spline setup.

SM465 uses a 5 1/8" bearing retainer into the bellhousing. Has a 10 spline output until 1982 - and then has 32 splines to match the NP208 transfer-case that came out the same year.

 

"No big deal though if you can pick up a matching 208 or 241 transfercase for $50-$75. I've found many in that price range."

Wow 241 right hand drives for $50-$75 where are you finding those at, a 241 is great for a slip yoke eliminator kit and is fairly strong for what it is. Around the Pacific Northwest they are still in the $500-$700 range

"TH400, SM465, and NP833 all match with their own spline count.
TH350, 700R4, and NV3500 are the other spline setup."


th400, post 1985 SM465 and NP833 are 32 spline

Pre 1985 SM465 was 10 spline

th350, th 700r4 and nv3500 are 27 spline.

If you can find all factory pieces ... trans, adapter and t-case you should not have to change drivelines at all. For example if you were to take a th400/np208 out in favor of the overdrive th700r4/np208 if you use all factory parts and not an aftermarket adapter then your drivelines will work.

Have swapped many th700r4/np208's for th400/np208 and never bought a driveline yet.

 

Wow 241 right hand drives for $50-$75 where are you finding those at, a 241 is great for a slip yoke eliminator kit and is fairly strong for what it is. Around the Pacific Northwest they are still in the $500-$700 range

"TH400, SM465, and NP833 all match with their own spline count.

Local junkyards usually get $100 for a NP208 or NP241 from a Chevy/GMC up to 1991. 241 took the place of the 208 in 1988. Privately they can be found cheaper.

Cheaper yet -many entire 6.2 diesel 4WD trucks, Blazers, and Suburbans sell for $150-$250 in running, but rusted condition. So, for that price, you get the engine, trans. transfercase, axles, etc. Cheaper yet when the school districts auction off their 6.2 diesel 4WD Suburbans that were used as mini-busses. I've bought several 1/2 ton, 4WD 1991 diesel Suburbans in good running condition for $150. Rusted out yes, but mechanicallly good. Also seen many military diesel Blazers with the TH400 trans go for less then $200 - and again- busted, rusted, but running.

 

why did the SM465 have a 10 spline output? was that to line up with a 205 transfercase or what?

 

Yes

 

but isnt the more splines the more strength? if so why do they use a 10 spline on them and a 30 some spline on the newer ones with aluminum housings?

 

I don't know why they made the change - but no, more splines is not necessarily stronger. Fewer deep splines can give just as much surface area as many shallow/fine splines. Surface area is what gives the more, or less, strength. The older 10 spline shafts are very deep. The later, 1982 and newer setups are all fine and shallow splined. 27 splines for the TH350, 4L60 and 700R4, and 32 splines for the heavier stuff with TH400s, 4L80, SM465, etc.

 

ok kinda similar to a 540 PTO shaft that has 6 or 5 big splines and the 1000 RPM shaft with 21 small splines i know the 1000 is built to carry more power but they still work the same in thery

 

I found a nv3500 with a np241c attached. The guy doesnt want to separate the case from the tcase. He did say that it came out of a full size truck. I might have 2 options here 1) the nv3500 has a 32 spline and will bolt right up to my np208 and all is good, or 2) I ahve herad that the input collar for the np208 and the 21c are interchangeable and I could just swap them and hook up the np208. Does anyone have any insight on this. This deal is just too good to pass up on if I can make it work. The SM465 is popping out of thire and is getting worse by the week so I need to do something fast.

 

Is it possible that GM put the 27 spline on the s10 and the 32 spline on the full size trucks?

 

the S10 4X4's form this era had a NP 207 in them so if you could find the spline count of one of those youll have your answer

 

i know for a fact that the t-caser from a 700r4 will not bolt up to the back of a nv3500. not only is the splines wrong but the diameter of the output shaft is also wrong. if i remeber right the manual trans was the bigger of the two. found this out putting the manual in a 93 suburan.

 

what year was the nv3500 that you used?