The Stovebolt Site Forums The Shop Area Driveline Manual Transmission Options

I am looking for input from members regarding options for a manual transmission with overdrive for my 1949 3600 rebuild. I am planning a SBC engine installation.

I am familiar with the NV3500 but 2wd versions seem hard to come by and NV4500s seem even harder to find. There are several other manual transmissions used in more recent model years including both 5 and 6 speed versions but I am not aware of any information regarding their fit and function in our trucks.

Any insight would be appreciated.

Here's what I'd do (with caveats); find a WCT5 with a .72 or so 5th gear. It's an easy installation and would be the perfect transmission for my use. However, I don't do high rpm clutch dumps or other abusive driving in my truck (at least in a hot rod/race, fast truck sorta way). 1st gear would likely be in the high 3s making it super easy to get underway and 5th would make for a decent freeway cruiser even with the 4.57s in your truck if the rear is original. A hard to find set of 4.11s would be a good upgrade since you'd have plenty of power to pull the higher gears in 5th.

Now if you're planning to use the truck as originally designed and put it too work pulling loaded trailers a T5 "may" be on the light side.

Lugnutz is a GREAT source of info related to all things T5 and he's doing a V8 drivetrain with a T5 currently (may have completed it by now).

Good Luck,

RonR

PM sent. Dave V

Thanks for the quick responses, I will check out the T5.

As mentioned, a T5 from a 1983-1993 S10 truck might be a good choice depending on what kind of driving you want to do. It’s a light to medium duty trans and rated for 250HP and 300lb-ft of torque if it’s in good shape.
My website has a ton of info, but rather than overwhelm you with all that, I’ll start with the basics.
Ford Mustangs had T5s but they tend to be higher priced and the shifter is too far back for a bench seat. Plus the Mustang versions have the wrong bolt pattern for a Chevy bell.
Camaros and Firebirds had T5s. The shifter sits too far back for a bench seat.
The S10 versions are the most popular because the shifter comes through the floor in the right place for a bench seat.

1983-1993 S10 T5s have a Muncie bolt pattern for the case and can be made to bolt directly to a Muncie pattern bell.
The 1983-88 S10 T5s usually have a cable speedometer connection. The 1989-93 versions have a VSS speedo connection. The good news is that aftermarket cable speedo S10 tail housings are available for about $260. The swap is not difficult.

The S10 T5s usually have a 0.72 or 0.86 OD gear. The 0.72 is more popular with decent HP. If you have a six banger then the 0.86 will be a good choice too.
The 1983-1993 S10 T5 installation is pretty straight forward in the 1948-1987 trucks.
Here are some links to videos and web pages that I made to help folks.

The first 2 videos are the most informative. VIDEOS

Here’s a page from my website showing the installation in my 1965 C10. Notice that all of my mechanical clutch linkage stayed original. T5 installation details

Thanks Lugnutz, I will study the information you provided.

I am a little concerned that the T5 may be a little too light duty for my 3600 with a 350 SBC. I am sure I can drive it such that it would survive but not sure I was to impose that expectation upon whomever is the next owner as I am sure the truck will last a lot longer than I will.

A quick question, Lugnutz. With the nearly 1/2" difference in the diameter of the bellhousing center hole, do you get a ring machined to put over the input shaft retainer to take up that difference and help center up the transmission.

Bells that are earlier than (1968 maybe?) have a 4 + 11/16 center bore. The later bells were 5 + 1/8” and reducer rings are available. Adapter ring link

Other Stovebolt members can comment. Many others have a “tree-fitty” SBC and a T5 in their 3600 truck.

Looks like I have found an NV3500 2wd version that I hope to pick up this weekend.

I have confirmation that my 350 Chevy engine block is good to go so it appears I will be heading down the 350/383 SBC engine paired with the NV3500 transmission path. Still have not decided on the 350 vs. 383 build approach as the overall parts costs etc. are very similar. I am planning to obtain a set of 350 Vortec cylinder heads so I am a little concerned about the compression ratio if I go the 383 route.

Thanks for the insight regarding transmission options.

Good deal I hope. That NV3500 will require a hydraulic release bearing. Please document the process and share your fabrication and assembly steps.

I picked up a NV3500 last summer for $150.00, a great price for an overdrive. I thought about putting it behind the 327 I built for my 59'. After doing some research I decided against using it for a higher HP combination. It would be great behind a mild SBC not so much for a built 383.

I believe the subject NV3500 has a hydraulic actuated conventional release bearing fork but I will know more when I pick up the transmission. Either way I will need a hydraulic clutch system actuated by a TBD clutch pedal arrangement.

An NV3500 for $150 was a steal based on what I have seen. I built a 1992 Jeep Wrangler with a 400 SBC and NV3550 (Jeep version of NV3500) and it was fine although the Wrangler probably was lighter than the 3600. From what research I have done the NV3500 is stranger than the T5 and I understand a lot of SBC-T5 combinations have been installed in 3600s. That being said I am not one to drive in a way that would overstress the transmission regardless of the engine power available.

hey lugnutz, alot of good info thanks. i have a 54 chevy 3100 that i am putting a sbc 350 crate engine in. will a T56 work ?? or should i stick with the T5?
ps i'm not looking for a hotrod just want to cruise on the highway 70mph and drive round town.

I’ll send you a message.

I have a NV3500 with a hydraulic clutch release on the passenger side---just like the 60-62 factory set up. Most every build we do has big engines and big tires so when a bit of searching showed the NV3500 has the same or slightly less torque handling ability than a T5 it was shelved. The shifter is in the right place for a bench seat.

Coilover, I am curious how you did your clutch pedal arrangement, can you share any details? I believe the NV3500 is rated for 300 ft-lbs of torque, not sure about the T5 but my impression was even in it's latest form it was rated somewhat less.

I was toying with the idea of using the original clutch pedal setup with a clutch master/reservoir mounted under the floor in the original brake master cylinder area but I would prefer to have a reservoir mounted in a more service friendly location (on the firewall). I have seen a lot of brake conversion information but none on clutch conversions.

A T5 in proper running condition is rated for 250HP and 300 ft-lbs of torque.

I have located a 1991 S10 that I can pull the clutch/brake pedal assembly from and presumably use standard S10 brake and clutch master cylinders mounted to the firewall. I did some searching and have not been able to locate information regarding other members installing this pedal setup in a 1949-50 vintage truck. Any insight regarding the pros-cons of this approach would be appreciated.

You should start your own thread asking about pedals in the HiPo Shop section which covers modified trucks as people that might be able to help won't see your pedal question buried in this transmission thread.

Mike B