![]() This guest column was written by Luke Wilhoit, Managing Editor, CarPartPlanet.Hey everyone I'm working on final assembly of my 34 Ford Pickup with a GM 350/357 crate engine and an NV3500 transmission. While attention to detail is not something many want to deal with in today’s age of instant gratification, it is often these small details that are the difference between failure and success, boom and bust. A resourceful mechanic could create compatible, working transmissions across multiple models for much cheaper than others. Another advantage of the NV3500 is that it is easier to find scrap parts for other manual transmissions thanks to its close relation to so many other models. What may seem at first glance like an unnecessary frustration, can actually help us when proper knowledge is applied. Being able to use the same transmission (with only a few slight modifications) across several different makes, models, and engines, is an advantage that few transmissions can claim, even in modern manufacturing. The interchangeability of the NV 3500 transmission should not be overlooked. With just a little due diligence however, we can turn what seems to be disadvantage, to advantage. Many subtle changes exist inside these transfer cases, much to the chagrin of mechanics and diyers everywhere. As a result, you have a period of time when it seems many transmissions are the same, but this is only external appearance. There were many small changes made in rapid succession that led up to big differences in outcomes. It is important to note that some of these require adaptations, which can be done with conversion kits, or through manual modification if the mechanic is knowledgeable enough.īefore and leading up to when the NV3500 hit the market, there was a lot of progress and innovation being made in the transmission space. With some modification, the NV3500 can be adapted to the Jeep Amc 4.0 L I6 engine as well.The NV3500 is also compatible with a number of different engines, including: Because the NV3500 and the NP231 both have a 23 spline outer shaft, they are interchangeable. The Jeep NV3500 was made to have the same transfer cases as the NP231 and the NP241OR. While transmission similarities can be a source of confusion, it also has the added benefit of making different models more compatible. The outer shaft has 23 splines, and is flush with the adapter flange’s rear transfer case. Some of the later NV3500 models that came out in 2004 Jeeps feature a surprising and impressive 19 splines per 1″ input shafts. The spline count for the input shaft is 10 splines per 1 and 1/8″ diameter, there are some exceptions to that rule however. The specifications for the transmission are as follows: All gears except reverse are synchronized and helically cut in the NV3500. The 4th gear is directly driven, while the 5th one is overdriven. The NV3500 is a five speed manual transmission that features top shifting, and is longitudinally loaded. 2004 was the last year that the NV3500 was put in Jeep vehicles, after this point it was replaced by the NSG370 model, a 6 speed manual. This transmission was also present in several light-duty Dodge pick-up trucks. This manual transmission was meant to be an upgrade from the AX15 model. The Jeep NV3500 transmission was released by New Venture Gear in the year 2000 for the Jeep TJ Wrangler and the XJ Cherokee. These distinct features differ from GM, making the two incompatible. Dodge utilizes unique specs for their input shafts, pilot diameter, and even spline count. This is because the bellhousing and case of the transmission are both one piece, and they have different bolt patterns that are specific to each engine. It is also important to note that transmissions of both Dodge and GM are not interchangeable. The master went from 11/16 to 18mm, while the slave went from 13/16 to 20mm. Both changed their bore measurements to metric from standard after the 1990s. Another key difference is the master and slave cylinders. This is because the C/Ks have a shorter tail shaft length than GM’s own S models. A “drop-in” change out between a GM S and C/K trucks requires a modification to the length of the driveshaft, as well as altering the crossmember placement.
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