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Thread: 6.2 Retrofit, and Best Manual OD Trans?

  1. #1
    Join Date
    Dec 2012
    Location
    Bethesda, MD
    Posts
    1

    Default 6.2 Retrofit, and Best Manual OD Trans?

    Hello to The Diesel Page Members!

    After doing a significant amount of research (and being very impressed by my friend's M1008), I'm in the market to retrofit a 6.2 and manual gearbox into a future Chevy pickup. Finding a good K10 or similar with diesel power down here in Bethesda is proving to be expensive, so if I'm going to have to do this myself, I figured I should ask the experts. I have a handful of questions, any advice would be greatly appreciated.

    1) Are there any special mounts needed to retrofit the 6.2 into an early Chevy pickup, or will the engine bolt in?

    2) I'm a big fan of manual transmissions. I've seen people talk about using T56s, NV3500s and NV4500s. What would be the 'best' O/D manual gearbox to use? Secondly, if the pickup already had a 4x4 transfer case, which manual O/D box would fit? I've never had any luck with the TH700R4 with anything I've owned, so manual it is.

    3) What Flywheel / Clutch and Pressure plate should be used? How are you actuating the clutch - hydraulic clutch and slave or manual yoke (cable or hard linkage)?

    4) It's going to come down to either an early (1967 to 72) K or C series retrofit, and barring that, higher on the range (73 to 89). All depends on what I can find.

    I seriously fell in love with my friend's M1008 this past weekend; my eyes popped out when he told me he was getting low to mid 20s for MPG. The only disadvantage was the high gears (4.56) and the fact I can't find a truck in that configuration for under four grand.

    Many thanks and best regards,

    James F. Smith
    Bethesda, MD

  2. #2
    Join Date
    Jan 2005
    Location
    Fort Wayne, Indiana
    Posts
    63

    Default Novice Reply: Blind leading the Blind?

    James,

    It looks like it has been a week and no one has answered your questions.
    I am by far not an expert, more of an enthusiast.
    So, I will not provide you with any facts, just my opinions.
    I hope that after the holidays, one of the Experts will chime, give you better information and tell you what an idiot I am! HAHAHA

    Quote Originally Posted by Znuh View Post
    1) Are there any special mounts needed to retrofit the 6.2 into an early Chevy pickup, or will the engine bolt in?
    No.
    If the early model Chevy truck was equipped with a V8 (307, 327, 350, 400) then a 6.2 will bolt right in

    Quote Originally Posted by Znuh View Post
    2) I'm a big fan of manual transmissions. I've seen people talk about using T56s, NV3500s and NV4500s. What would be the 'best' O/D manual gearbox to use? Secondly, if the pickup already had a 4x4 transfer case, which manual O/D box would fit? I've never had any luck with the TH700R4 with anything I've owned, so manual it is.
    I am sorry you have bad luck with a 700R4,
    I've known lots of folks that had bad luck and have read about even more folks that just hated them.
    Personally, I have good luck with them; I have owned several, but I suppose my experiences are in the minority.
    If you would reconsider a slushbox, I have a 4L80E behind the 6.2 in my cargo van.
    It really does a great job.

    As far as 5 speeds go, the NV4500 is the Big Dawg of the ones you have mentioned.
    My opinion is that NV4500 is overkill for a 6.2
    A NV3500 is what GM installed in 1/2 ton 4WD drive trucks.
    Also, Jeep installed its cousin, NV3550 in Wranglers that were powered by a 4.0 I6 (lots of low grunt from that 6 banger)
    These are very good medium duty transmissions.
    I feel that for the output of a 6.2, that a NV3500 would serve you well, even in a 4WD application.
    For a transfercase, I would seek out a NV3500 with it mating transfercase, I am guessing a NP241.
    While it is possible to get the right combination (adapter bolt pattern, spline count, etc) I would feel it would easier and less headaches to trying to mate an older transfercase to a modern transmission, than to get one already mated.

    The disadvantages of using a NV3500/NP241 combo are:
    1. Driveshafts lengths might need to change.
    2. Transfercase shifter issues to solve.
    3. Transmission crossmember and mount concerns.
    4. Speedometer cable concerns.
    5. Does the Front axle differential line up with the new transfercase.
    I do not know if this an issue in the GM world, but in the Jeep world, this is always an issue when performing swaps

    Quote Originally Posted by Znuh View Post
    3) What Flywheel / Clutch and Pressure plate should be used? How are you actuating the clutch - hydraulic clutch and slave or manual yoke (cable or hard linkage)?
    I cannot answer is there is one Flywheel/Clutch and Pressure plate combo for a 6.2 that is better than another one.
    The Clutch operation is independent of the 6.2.
    It all depends on the truck that is going in and what bellhousing one has to use.
    For example: If you were swapping in a 6.2 into a 67 C10 that came from the factory with a SBC and a 4 speed.
    I would use the clutch arrangement that came in the truck.
    Source a bellhousing that uses the Z bar and make sure it would work with the 5 speed that you were planning to use (depth of the bell compared the the length of the input shaft, transmission to bell bolt pattern, etc..)
    If the truck was an automatic, then maybe an aftermarket hydraulic clutch maybe an easier solution.

    Good Luck!
    Bryan Smith
    2004 KIA Optima: wife 's DD
    1999 Jeep Grand Cherokee Limited: my DD
    1993 GMC 3500 Vandura, 6.2L Diesel
    1982 J10: Replacement engine now sitting in the truck! No Cab Brow!
    1981 J20: Commercial flat bed. Long term Project: RUST! No Cab Brow!

  3. #3
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    NV4500 all the way.
    Make sure it has the harmonic damper for the 6.5TD installed or that will cost you some bucks to add.
    Now onto your questions....
    AFAIK all the old chevy squarebodys had the same motor mounts basically so the 6.2 mounts from an M1008 should bolt up..Again...AFAIK.
    I used the flywheel and clutch from a 93 K3500 6.5TD but it came wih my tranny setup. I am not sure about the 6.2 flywheel as I did not try it but when I put them on the counter side by side the 6.5TD clutch/pressure plate looked like it would bolt to a 6.2 flywheel. I chose the 6.5 one because i had it.
    The biggest issue is the clutch pedals. You will need pedal setup from 1986+ Hyd clutch truck. Now my truck was an 86 so the dimple outline was on the firewall. I would imagine it would bolt into older trucks but you may have to measure where to cut from scratch for the master.
    As far as what slave to use I used an external setup because I had a GM 92-94 NV4500 which is what it uses. I would recommend...Using an NV4500 from a 96+ GM with internal slave. The reason being is that tranny uses the universal bolt pattern so a future Cummins swap is a breeze.
    I used the master from an 86,slave from the 93. I had to buy the clutch line for the 93 as the fitting on the slave is unique. Then I cut the line on hte metal part and used a compression to IP IIRC then had a braided line made to mate that to the master. I'll see if I can dig up some pics.
    Also the NP208 Transfer case although never factory mounted to an NV4500 does fit. It is the same spline and the bolt pattern is an exact 180 deg mirror.
    Hope that helps.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  4. #4
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    Also I had issues finding the right starter but that was because I was using a DD 24v one. I have since converted to a 12v GR starter and that bolted right up. If you still have a DD starter it will hit the flywheel. I ground mine out bcuase there was no 24v DD that mated up and i was too cheap to build a 24v GR knowing a 12v conversion was imminent.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  5. #5
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    Also The NV never came with a Zbar cltuch setup. Advance Adapters makes a bellhousing that uses it but it is 800$ and I could never get a straight answer if the diesel starter would clear it. Go Hyd. Way easier.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  6. #6
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    Also there is no way an M1008 gets 20+mpg. Trust me on that. I run 35's and an NV4500 and I got about 15 N/A and jumped to about 16 1/2mpg with the turbo. Any number of CUCV 1 1/4 ton owners can verify..
    I have been contemplating building an M1009 (Blazer with 3:08) and running an NV4500 to see if I could hit 21-22.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  7. #7
    Join Date
    Dec 2012
    Location
    Clarksville, TN
    Posts
    3

    Default

    I have an '86 M1009 on 33s (stock otherwise - 6.2L/TH400) and I'm getting about 20mpg around town. And that's with a leaking fuel pump and bad trans vacuum lines (it shifts at higher than normal rpms because of the vacuum leaks).

  8. #8
    Join Date
    Mar 2012
    Location
    Valley Cottage, New York
    Posts
    73

    Default

    Quote Originally Posted by mrwilecoyote View Post
    Also there is no way an M1008 gets 20+mpg. Trust me on that. I run 35's and an NV4500 and I got about 15 N/A and jumped to about 16 1/2mpg with the turbo. Any number of CUCV 1 1/4 ton owners can verify..
    I have been contemplating building an M1009 (Blazer with 3:08) and running an NV4500 to see if I could hit 21-22.
    I actually get 22+mpg with my M1031,700R4. In 4th gear manual lockup, which is like a 5th gear, it runs @ approx 1900 rpm @60mph. The engine is barely running. That is of course with my foot out of the turbo, kinda hard to do sometimes. there are many members, I being one of them, over at Steel Soldiers that get 20+mpg with their trucks.
    1986 M1031, Banks turbo,700R4,4.56 gears.

  9. #9
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    I'm on SS as well.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  10. #10
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    I wonder if an M1009 could hit like 23 ?
    I don't drive 60 mph. Around here you get run into the gutter at that speed.
    I have not hooked up my tach yet but having owned many 6.5's with tachs it sound like around 25-2600 at 70 mph. My alt has a tach signal and I have to play around with the Dakota to see what I am actually running. I just picked up a Crank trigger tach off eBay. The Kent Moore one to calibrate it with.
    My '02 Dodge barely got 19 if I drove 55-60 and it had a Cummins and lower gears. Sorry still don't buy it.
    To be fair though, I am running a DB24911 and it is turned up.
    Last edited by mrwilecoyote; 01-05-2013 at 07:50.
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

  11. #11
    Join Date
    Dec 2012
    Location
    Clarksville, TN
    Posts
    3

    Default

    M1009 hitting 23? I don't see why not. Probably with a 700R4 and stock tire size, I'm sure it could be done.

    Like they said, there are a bunch of us on SS forums that are seeing around 20 MPG on average with our 1009s. It's not impossible in the least.

  12. #12
    Join Date
    Feb 2008
    Location
    Northeast CT
    Posts
    111

    Default

    I'd love to ditch my TDI for an m1009
    1886 M1008 CUCV
    GM4 Turbo,DB24911 turned up.
    Raptor 100 lp.
    NV4500(the way they should have come)
    5 inch Redneckmaster Ex
    Autometer Fullsweeps
    Serp Belt conversion. HO WP. Dmax Fan

    Previuosly owned:
    2000 K3500 6.5TD
    1993 K3500 6.5TD
    1983 K5 6.2
    1998 GMC Suburban 2500 6.5TD
    1991 GMC Jimmy 6.2
    1989 GMC Vandura 2500 Hi Top 6.2
    1983 GMC K2500 6.2
    1999 Ford Suerduty 350 7.3PS
    1983 Ford E-350 6.9
    1982 VW Rabbit Diesel

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