I did a 700R4 to SM465 swap.

Other than the cheap chinese throwout bearings I would do the swap again in a heartbeat.

This big jump in gears is going from 1st to 2nd(going by L-1-2-3). I've got 3.08s for gears, and it does really bog the engine down.

Other than that the mileage ain't bad for a 4x4 truck that's as aerodynamic as a brick.

 

Did you get better or worse mileage by switching?

 

Read my NV4500 thread...you may like it....

 

the SM465 is a Muncie...I'll take a Muncie over any of the automatics. You can try to break an SM465, but I think the only chance you'll have to break it is to flat out wear it the hell out first...and that'll take a long while too. The dependability factor alone is worth the swap.

 

Don't underestimate a TH400. I beat the balls out of the one in my CUCV last winter pushing 3ft of snow around.

 

yes, TH400s are tough...but they also inhale a HUGE chunk of engine power to operate it.

 

The NV4500 is legendary, but it isn't cheap and I already have the SM465.
Did any of you guys see your mileage increase or decrease?

 

Just gotta always be on the prowl. I have 2. Found one here on DP and the other on the bay. Got great deals on both.

 

Well you have to figure the Sm465 doesn't suck power like an automatic.

Not sure what my mileage was before as the 700R4 was shot, but now it's not doing bad for a truck it's size. Getting about 20-22, and that's TD, not N/A.

 

I used one all summer on a tbi 350 It has 300.000 miles on it and its still towing strong and does not show any signs of quiting Its really not bad once you get going In 3rd on the highway i can cruse at 70 mph with the engine barely working...For city driveing or stop and go its a ***** and the spaced out gears will eat up some fule

Shifting it is kindov a chore sometimes you really gota throw some weight into it Its definatly not a "girly" transmission

 

im waiting to see what happens as well. my truck already has one but im swapping in the 6.5. i have a 350 for a few more days. from what im reading im really happy i have gear vendors.

 

Ranger "Torque Splitter" ??

For you guys that switched from auto to SM465, would you do it again?

Thanks

4L60/700R4 is nicer to drive if travelling. I also like it much better for snow plowing.

I've got two 6.2 rigs with standard trans. One has the NP833 four-speed with OD and the other has the SM465 with the non-syncrho 1st gear and no OD. The NP833 is fully synchronized and nicer to drive but is nowhere near as HD as the SM465.

In my opinion, a great setup would be the SM465 with the Ranger "torque-splitter" stuck in front of it. I've just never found one yet at the right price.

Here's some of the info on the Ranger . .

The Ranger Torque Splitter is an auxiliary gear box that bolts in front of the standard Chevy, Ford and Land Cruiser 4 speed transmissions. This fully synchronized unit allows you to split your gears at any time. Just push in the clutch, grab the Ranger's shift lever, (You will have two shifters: one for your main trans and one for the Ranger) and shift. At any speed. The unit is available in either a 27% overdrive or a special order 17% underdrive.
(Please call for availability on the 17% underdrive models.) Through the years it has gone through several design changes. Today's unit is cast aluminum, measuring 7-1/2" long. The gears are helical cut and the shifting mechanism is a short throw manual shift. The unit is built to handle 420 ft./lbs. of torque and has a G.V.W. rating of 25,000 lbs. This unit is ideal for towing applications or improving gas mileage by lowering the RPMs.

The unit weighs 80 lbs. and is easily shipped via UPS. It has a 1 year unlimited mile warranty from the date of shipment.
Typical Installation Info

Installation will involve moving the transmission back 7.5". Your stock clutch components will work, as will the stock clutch linkage Floor board modification will be required for the shifter relocation, and for the shifter stick coming up from the Ranger. The crossmember will need to be relocated 7.5" back (Often this merely requires drilling holes to bolt it in in the new location, however your truck should be examined to verify this. In some cases light fabrication is required to build a new crossmember. You will need to take your driveshaft(s) to a driveshaft shop and have them shortened / lengthened) appropriately. That is pretty much the extent of it.
Ranger vs. NV4500 conversions: The choice between an NV4500 conversion and adding a Ranger in a truck with an existing 4 speed: The NV4500 will result in 5 forward gears, 5th being overdrive. Both units have 27% OD, so no difference there. Ranger system roughly $700-1000 less costly. Ranger system allows gear splitting, and when used in conjunction with a granny-gear wide ratio trans allows gears between the gears, effectively doubling available ratios. Ranger plus granny 4 speed noisier than NV4500. NV4500 is a more civilized trans. only 1 stick, rather than 2 to deal with.

760002M-27
1967-1987 Chevy Overdrive with a 5.125" index

Note: These units are for Chevy stick transmissions and will bolt directly to the specified transmission and matching bellhousing with only minor modifications. Driveline and floorboard modifications are required

 

I found in my 84 K20 with 33 inch tires it seems that when driving on back roads in third gear the rpms seem to be to high and when I shift to forth it lugs the motor, this is going about 40-45mph. I have no idea what ratio my axles are, I was going to replace the 33s with a stock size like 245/75 which would be about 30 inches tall.

 

Have you tried putting your transfer case in low range while puttering around in the hills? I've had the same prob in the mountains I just left my hubs unlocked and put the transfer in low range and just puttered around in 4th.

 

I did the opposite, I trashed the SM465 in favor of the 700R-4. I'm using a torque converter intended for a Camaro. MPG went up at least 4 MPG, I can get my landlord's trailer moving on hill start now, and my lady can move my truck around for me now. SM465? NO.

 

That ranger sounds ridiculously complicated! The wife wont let me swap out our 700r4 in place of a nv4500 since she wants to drive it too. Her accord is a manual trans but she doesn't want to deal with shifting in a big truck.

 

I'll let you know in about 2 weeks when I finish!

 

I agree, the ranger sounds like a task big pain in all ways. Why not runs the gear vendors under overdrive? It goes on the tailshaft and does the same thing but electronicly.

 

Yes, the gear vendors are good but you can't put a t case directly behind it except a divorced one.

 

And GV's are WAY more expensive than a RTS.

 

I thought they made them for stock 4wdsending applications.... I could be wrong.

 

IMHO, swap to manual if you want to row your own gears or need a deep first gear. If not then stick with an auto.

I thought heavily into swapping to manual, but im sure once the novelty wears off ill wish i swapped back.

 

Plus they are a lot of, uh...fun? if you live in an area like San Francisco or Seattle where there is a lot of stop and go on steep hills. In a situation like that an automatic really is much more desirable.

 

Yes you can use em for 4X4's but the case goes in front of the GV, so no OD in 4X4. I use my truck like a CAT so that option is out for me.

 

The first gear issue is moot, as you can get torque converters with up to a 2.55:1 stall ratio, whereas most stock production versions ( V8 700R-4 ) are like 1.6:1
Yank claims they can go 3:1, but Precision Industries disproved that.
2.55:1 x 3.059:1 gives a stalled 700R-4 an effective first gear equal to 7.80:1 with a manual. The SM465 is 6.55:1

 

Seattle aint that bad with a manual. I've seen my friends mom (small woman) drive a stick truck through Seattle and I drive my car through it... Just gotta gear it right!