NV3500

[musicmaster]

Has anybody mated an NV3500 to an AMC 360? Also, will it work with a new process 208?

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[REDONE]

Do you know what the donor vehicle is? I don't know much about it, but I know the single biggest issue with adapting manual transmissions to AMC V8s is that the shifter comes through the floor up under the dash. All the factory manuals had rediculously long input shafts.

[tgreese]

If this is from an XJ or TJ with a 4.0L, the bell will bolt up. The 360 and 4.0L are the same bell pattern. I'm not sure what to do about a flywheel - the 360 is externally balanced, and needs a prperly balanced flywheel. The flywheel also has to work with the starter, which would normally be the one that goes with the bellhousing.

[musicmaster]

If this is from an XJ or TJ with a 4.0L, the bell will bolt up. The 360 and 4.0L are the same bell pattern. I'm not sure what to do about a flywheel - the 360 is externally balanced, and needs a prperly balanced flywheel. The flywheel also has to work with the starter, which would normally be the one that goes with the bellhousing.

Its bolted to a chevy 350 in a wrangler so i couldnt tell you what it originally came out of

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[rocklaurence]

Its a NV3500? Youll need a Jeep bell housing and the output is probly a 27 spline. A Jeep NV3550 has the correct Bell housing and the correct 23 spline output to hook up to a Jeep NV Tcase. The shifter will fall within 1" of the original shifter. Im running a AX15 {same deminssions as the NV35xx] in a V8 Cherokee with an NP208.

[Stuka]

If its an NV3500 bolted to an SBC, its most likely a GM NV3500. So what RockLaurence states above is what you want. NV3550's are semi common to find.

[musicmaster]

Its a NV3500? Youll need a Jeep bell housing and the output is probly a 27 spline. A Jeep NV3550 has the correct Bell housing and the correct 23 spline output to hook up to a Jeep NV Tcase. The shifter will fall within 1" of the original shifter. Im running a AX15 {same deminssions as the NV35xx] in a V8 Cherokee with an NP208.

So it will work with a NP208? where can i find that bellhousing?

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[Stuka]

Its a NV3500? Youll need a Jeep bell housing and the output is probly a 27 spline. A Jeep NV3550 has the correct Bell housing and the correct 23 spline output to hook up to a Jeep NV Tcase. The shifter will fall within 1" of the original shifter. Im running a AX15 {same deminssions as the NV35xx] in a V8 Cherokee with an NP208.

So it will work with a NP208? where can i find that bellhousing?

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An NV3550 (from a Jeep) would bolt up to your NP208. The GM version has a different output spline count and a Jeep 208 will not bolt to it.

[Greenmachine]

I have a jeep 2001 xJ nv3550 bolted to the 304 in my j10. Np208 factory t176 transfer case bolted right up. An np231 from a jeep or a Chevy are both better transfer cases than a np208 as far as strength. Bad thing is you would want a slip yoke eliminator for either one.

[Cecil14]

I have a jeep 2001 xJ nv3550 bolted to the 304 in my j10. Np208 factory t176 transfer case bolted right up. An np231 from a jeep or a Chevy are both better transfer cases than a np208 as far as strength. Bad thing is you would want a slip yoke eliminator for either one.

I'd be real hard pressed to call an NP231 stronger than an NP208. The NP208 was run in 1 tons, the 231 never was. There's a reason behind that.

More efficient I would buy, stronger...not so much.


aa

[derf]

I have a jeep 2001 xJ nv3550 bolted to the 304 in my j10. Np208 factory t176 transfer case bolted right up. An np231 from a jeep or a Chevy are both better transfer cases than a np208 as far as strength. Bad thing is you would want a slip yoke eliminator for either one.

I'd be real hard pressed to call an NP231 stronger than an NP208. The NP208 was run in 1 tons, the 231 never was. There's a reason behind that.

More efficient I would buy, stronger...not so much.


aa

It is more modern with a few tweaks to the design that are better than the way the 208 was built. But the 231 was an evolution of the lighter duty 207 that was only offered in little Jeeps and maybe S10 pickups and the like. The 208 evolved into the 241 in 1/2 ton trucks. And in the 3/4 and 1 ton trucks they went to the 261 and even 271 as the diesels have been going up in raw torque.

There's a lot to like about the Jeep 231 but I wouldn't put one behind a 360. A 258, sure. But not a 360. I'd much rather keep the 208 behind the 360. Though if I could find a 1/2 ton GM with the NV4500/NP241 combo I wouldn't hesitate to swap it in.

Now, if the donor vehicle has a Chevy 3500, it probably has a matching Chevy NP231/241 of some kind (unless they got creative with the swap). It'd be worth it to know what the t-case is and if it's for sale.

[Stuka]

I have a jeep 2001 xJ nv3550 bolted to the 304 in my j10. Np208 factory t176 transfer case bolted right up. An np231 from a jeep or a Chevy are both better transfer cases than a np208 as far as strength. Bad thing is you would want a slip yoke eliminator for either one.

I'd be real hard pressed to call an NP231 stronger than an NP208. The NP208 was run in 1 tons, the 231 never was. There's a reason behind that.

More efficient I would buy, stronger...not so much.


aa

It is more modern with a few tweaks to the design that are better than the way the 208 was built. But the 231 was an evolution of the lighter duty 207 that was only offered in little Jeeps and maybe S10 pickups and the like. The 208 evolved into the 241 in 1/2 ton trucks. And in the 3/4 and 1 ton trucks they went to the 261 and even 271 as the diesels have been going up in raw torque.

There's a lot to like about the Jeep 231 but I wouldn't put one behind a 360. A 258, sure. But not a 360. I'd much rather keep the 208 behind the 360. Though if I could find a 1/2 ton GM with the NV4500/NP241 combo I wouldn't hesitate to swap it in.

Now, if the donor vehicle has a Chevy 3500, it probably has a matching Chevy NP231/241 of some kind (unless they got creative with the swap). It'd be worth it to know what the t-case is and if it's for sale.

Just have to make sure the transfer-case drop is correct for his front axle. Gm stayed passenger drop for quite a while.

[Greenmachine]

New venture rates np231 good up to 600ftlbs of torque (wish I had a motor approaching that much torque). Has all kinds of aftermarket support and parts availability and its cheap. I got one included with my transmission (basically free). My chain in my np208 is noisey and I'm going to put the np231 in there. I've seen them live just fine behind a 383 and ls motors.

I was also thinking of np207 as we were talking about Chevy nv3500 and said np208. Np208 has a wider chain and should be a little stouter than a np231. The stoutest chain drive that would bolt up would be a np241, basically updated design of a np208 (np207 is the earlier design of the np231)..

[Stuka]

New venture rates np231 good up to 600ftlbs of torque (wish I had a motor approaching that much torque). Has all kinds of aftermarket support and parts availability and its cheap. I got one included with my transmission (basically free). My chain in my np208 is noisey and I'm going to put the np231 in there. I've seen them live just fine behind a 383 and ls motors.

I was also thinking of np207 as we were talking about Chevy nv3500 and said np208. Np208 has a wider chain and should be a little stouter than a np231. The stoutest chain drive that would bolt up would be a np241, basically updated design of a np208 (np207 is the earlier design of the np231)..

Thats NOT engine torque! Thats torque coming out of the transmission!

So if you have an engine with 200ftlbs of torque, and lets say a 4:1 1st gear, thats 800lb ft of torque going into the transfer case.

[derf]

Just have to make sure the transfer-case drop is correct for his front axle. Gm stayed passenger drop for quite a while.

Up through the 3rd generation, Chevy/GMC trucks came in passenger drop.

Starting in 1988, they switched the pickups and Suburbans to driver side drop.

The 1/2 ton K5 Blazer (not the little S10 Blazer) remained passenger side drop through 1991.

New Process replaced the NP208 with the 241 in about 1987. So at most, the last year of the square body chevy pickups would have the 241. And that means that all GM 208's are passenger side drop. Once the 4th gen trucks came out in 1988, they were running the 241 case and were driver side drop except the K5 which had a passenger side 241.

So "late 80's" is the break between passenger and driver side drop.

[tgreese]

Just have to make sure the transfer-case drop is correct for his front axle. Gm stayed passenger drop for quite a while.

Up through the 3rd generation, Chevy/GMC trucks came in passenger drop.

Starting in 1988, they switched the pickups and Suburbans to driver side drop.

The 1/2 ton K5 Blazer (not the little S10 Blazer) remained passenger side drop through 1991.

New Process replaced the NP208 with the 241 in about 1987. So at most, the last year of the square body chevy pickups would have the 241. And that means that all GM 208's are passenger side drop. Once the 4th gen trucks came out in 1988, they were running the 241 case and were driver side drop except the K5 which had a passenger side 241.

So "late 80's" is the break between passenger and driver side drop.

Oooh. Derf giving the definitive on this. I wondered ... good info.

[Greenmachine]

New venture rates np231 good up to 600ftlbs of torque (wish I had a motor approaching that much torque). Has all kinds of aftermarket support and parts availability and its cheap. I got one included with my transmission (basically free). My chain in my np208 is noisey and I'm going to put the np231 in there. I've seen them live just fine behind a 383 and ls motors.

I was also thinking of np207 as we were talking about Chevy nv3500 and said np208. Np208 has a wider chain and should be a little stouter than a np231. The stoutest chain drive that would bolt up would be a np241, basically updated design of a np208 (np207 is the earlier design of the np231)..

Thats NOT engine torque! Thats torque coming out of the transmission!

So if you have an engine with 200ftlbs of torque, and lets say a 4:1 1st gear, thats 800lb ft of torque going into the transfer case.

That is engine torque. The maximum multiplied torque is like 1885 for the np231.

[rocklaurence]

I'd be real hard pressed to call an NP231 stronger than an NP208. The NP208 was run in 1 tons, the 231 never was. There's a reason behind that.

More efficient I would buy, stronger...not so much.


aa[/quote]
I agree. I've seen the NP231 -241 upgrade and there isn't much to it. The real difference is in a 1/2" wider chain--no larger shafts, gears or bearings. I'd have no issues putting one into a 1/2 or 3/4 ton truck. IMO, its as good or better than a NP208. Plus, there's a lot of aftr-marcket support for the NP231.

[REDONE]

Up through the 3rd generation, Chevy/GMC trucks came in passenger drop.

Starting in 1988, they switched the pickups and Suburbans to driver side drop.

The 1/2 ton K5 Blazer (not the little S10 Blazer) remained passenger side drop through 1991.

New Process replaced the NP208 with the 241 in about 1987. So at most, the last year of the square body chevy pickups would have the 241. And that means that all GM 208's are passenger side drop. Once the 4th gen trucks came out in 1988, they were running the 241 case and were driver side drop except the K5 which had a passenger side 241.

So "late 80's" is the break between passenger and driver side drop.

This is correct except for one thing, the new body style that came in 1988 took over the "C/K" designation. The boxy, straight axle Chevies became R for 2wd and V for 4wd. In 1990/91 they switched from the two digit tonnage to the 4 digit (a C30 one ton became an R30 one ton in 88, then an R3500 in 91). Also, Chevy continued the boxy Blazer, Suburban, and pickup trucks through early 1992. Most R/V pickup trucks were 1 ton chassis-cabs, but the blazers and Suburbans were mechanically the same as the pre-88 ones.