Retail Price: $418.20
This adapter bellhousing assembly is used to adapt the GM 4.3, V8, LS-Series engines to the NV4500 5 speed transmission.
The bellhousing kit includes a 356 T-6 aluminum bellhousing, universal dust cover plate, bolt-on bearing retainer for the 1996 & up GM NV4500, pilot bushing, throw-out arm, ball pivot, throw-out boot, fastening hardware, and adapter instructions.
The bellhousing fits 1996 & up GM NV4500 and 1993 & up Dodge gasoline NV4500. For customers that have a Dodge gas version, you will need to purchase a new GM NV4500 input shaft that was used with the 5.61:1-1st gear (p/n 52-0221) and machine the input retainer to use this bellhousing kit.
Note: Don't forget a new clutch cover, clutch disc and throw-out bearing. We have Centerforce clutch parts in stock and ready for your conversion!!!!
NV4500 Bellhousing Adapters:
If you are considering a NV4500, we offer conversion bellhousings for these applications. The bellhousing bolt pattern changed on the Chevy NV4500 transmission. To install a NV4500 having a mechanical or hydraulic linkage, you have a few options. The bellhousings we manufacture offer brackets to retain both these linkages. Furthermore, the late model stock GM NV4500 bellhousing can be used. This bellhousing is only offered for hydraulic applications and should only be used when replacing a late model Chevy Getrag transmission.
PN712577 - Chevy NV4500 (1992-95 transmissions) to Chevy block, full bellhousing
PN712576 - Chevy NV4500 (1996 & up transmissions) to Chevy block, full bellhousing
PN712550 Dodge NV4500 to Chevy bellhousing 5.125” index, adapter plate
CLUTCH LINKAGE & COMPONENTS CHEVY TRUCK:
COMPLETE NV4500 KITS FOR CHEVY TRUCKS:
We distribute complete kits for the NV4500 transmission. These assemblies consist of a new transfer case adapter, transfer case linkage (when necessary), crossmember mount, bellhousing or bellhousing adapter plate, and shifter handle. A complete transmission package from Advance Adapters is a cost effective way to order. We offer rebuilt NV4500 transmissions which are the only units available today. The GM 4WD NV4500 can be purchased under PN26-0007R.
PN27-0030 - GM 10 spline NP205 1971-84/85 transmission assembly. This kit includes a new full bellhousing with a clutch linkage bracket for mechanical linkages. Overall assembly length 26.250”.
PN27-0031 - GM 27 spline NP205 1971-1979 transmission assembly. This kit includes a new full bellhousing with a clutch linkage bracket for hydraulic linkages. Installation of a clutch pedal is mandatory on vehicles previously equipped with the automatic transmission. O.A.L. of 26.750”.
PN27-0032 - GM 32 spline NP205 1971-84/85 transmission assembly. This kit includes a new full bellhousing with a clutch linkage bracket for mechanical linkages. Machining is required on the transfer case to install a new 32 spline input gear. O.A.L. 26.250”.
CLUTCH LINKAGE & COMPONENTS JEEPS:
Jeep has used both hydraulic and mechanical clutch linkages over the years. The NV4500 bellhousing for the Jeep use the clutches below and then have a few options linkages:
Chevy engines: PNLC165473S Luk 11” low profile pressure plate & disc
PNCF165473S Centerforce 11” low profile pressure plate
PN383735 Centerforce 11” clutch disc
Jeeps 1941-1972 (Hydraulic linkage) - Although these year Jeeps never came with this type of linkage, we have designed a new dual pedal and master cylinder assembly to upgrade your vehicle to a hydraulic linkage. These components cannot be used on vehicles with disc brakes.
Jeeps 1972-1986 (Mechanical) - These Jeeps use the same type of clutch torque tube as the earlier models, except the torque tube pivots off the bellhousing instead of the transfer case. This linkage uses a ball design pivot bracket that bolts to the stock bellhousing. When using one of our Chevy conversion bellhousings, the stock bracket can be retained. If you are using a GM bellhousing, we offer PN716638 which will provide you with an adjustable pivot location. If you would like to upgrade your clutch linkage, we offer a chain-operated clutch linkage. This kit is mounted to the original push rod that extends out of the firewall. (PN716639)
Jeeps 1980-1986 (Hydraulic linkage) - Jeep first started using a hydraulic linkage in the 1980-82 CJ7s with the 151 Iron Duke engine. This slave cylinder bolts to the bellhousing using the same two holes as the mechanical linkage ball pivot bracket. If you are using one of our Chevy conversion bellhousings, this slave cylinder can easily be installed. If you wish to change to a hydraulic linkage, replacing the mechanical linkage, 1980-86 Jeeps had provisions to bolt a stock Jeep master cylinder to the firewall (Jeep master cylinder No. J5359822). We offer the stock slave cylinder assembly to work for this application (PN716331).
Jeeps 1987-1991 (Hydraulic linkage) New Engine & Transmissions Swaps & Transmission Retrofits:
When you are installing a new drivetrain using one of our full conversion bellhousings, we offer a slave cylinder that bolts directly to our bellhousing. This Jeep Iron Duke slave cylinder works well with the 1987 to 1991 master cylinder (1-1/16” bore). This slave cylinder is PN716331 and fits both the GM and Jeep conversion bellhousing we manufacture.
Jeeps 1992-2006 (Hydraulic linkage) New Engine & Transmissions Swap Combos:
When you are installing a new drivetrain using one of our full conversion bellhousings, Jeeps 1992 & newer used a master cylinder with a 3/4” cylinder bore. We offer a slave cylinder bracket that bolts to our bellhousing and allows the use of a Toyota Land Cruiser slave cylinder. This bellhousing does have the provision to use a Jeep Iron Duke slave cylinder; however, this slave cylinder is marginal when used with this YJ and TJ master cylinder. The recommended method of using the Land Cruiser slave cylinder would require the following: PN716288 slave cylinder bracket (A.A. bellhousing), PN716119S TLC slave cylinder, PN716215 slave cylinder fitting, and PN716130H slave cylinder hose. You will also require a special master cylinder fitting depending on the year of your vehicle. This assembly only works on our GM conversion bellhousing. The Jeep bellhousing will need a special bracket to be manufactured. If you are using a stock Chevy bellhousing, the slave cylinder bracket should be PN716287.
CLUTCH LINKAGE & COMPONENTS TOYOTA L/C:
Whether you are retaining your stock 3 or 4 speed transmissions or upgrading to a new 4 or 5 speeds, clutch considerations will need to be addressed. We highly recommend retaining the stock Land Cruiser slave cylinder. Whether you are using a stock GM or a conversion bellhousing, we offer the brackets to retain this slave cylinder.
PN716288 - Conversion bellhousing to Land Cruiser slave cylinder bracket
We offer a new Land Cruiser slave cylinder, PN716119. This slave cylinder has a very short release. When converting to a V8 engine and using an aftermarket clutch assembly, you play havoc attempting to get your clutch to release properly. We highly recommend using Centerforce or Luk clutch components. Centerforce & Luk use a low diaphragm pressure plate that works in conjunction with a large diameter, radius-face bearing. This combination is proven to work with the Land Cruiser hydraulic release system.
Chevy engines: PNLC165473S Luk 11” low profile pressure plate & disc
PNCF165473S Centerforce 11” low profile pressure plate
PN383735 Centerforce 11” clutch disc
PNCF700120 Centerforce 168 tooth flywheel (up to 1985 blocks)
PNCF700160 Centerforce 168 tooth flywheel (1986 & up blocks)
PN716316 Release bearing for stock Chevy transmissions & Land Cruiser 3 spd. transmission
PN716176 Stock GM release arm
Gen. III Vortec engines: PN712500T 11” Flywheel (includes a LC165473s)
CHEVY V8: When it comes to bellhousing bolt patterns, the small & big block Chevys are the same. (This is known as the 90 degree bolt pattern). These engines use a dowel pin alignment. The stock starter bolts to the bottom of the block except on some early blocks like the 265. (Note: These early blocks, in which the starter bolts to the bellhousing, should not be used for conversions). The flywheel can either be 153 tooth measuring 12-3/4” in diameter, or 168 tooth measuring 14” in diameter. The 1985 & earlier flywheels are not interchangeable with the 1986 & later flywheels due to a change on the flywheel crank bolt pattern and balancing. If you are using a stock GM bellhousing, make sure you have proper clearance for the flywheel. For the proper starter, GM used two different bolt patterns on the bottom of the block. The straight bolt pattern is normally used with the 153T flywheel, and the offset or staggered starter bolt pattern is normally used with the 168T flywheel. Many Chevy blocks today offer both starter bolt patterns on the block. Some of our conversion bellhousings require a special GM starter nose cone. If your stock starter is interfering with our bellhousing, you may need to grind on the bellhousing a bit or purchase a hi-torque starter which does not have a nose cone. Warning: Do not use one of our full conversion bellhousings with a diesel engine. The starter will not fit the bellhousing pocket on our bellhousings.
The oil pans on Chevy blocks have gone through a few changes. 1985 & earlier blocks are all the same except the dipstick access is either on the driver’s side or passenger side. In 1986, GM changed their gasket design to a one piece rear main seal. The earlier style oil pans will not fit the newer blocks. The computer controlled blocks in the ‘90s added oil level sensors. The pans that we manufacture do not have provisions for this sensor.
Most GM blocks used a triangular motor mount bolt pattern. Our conversion mounts all utilize this most common mounting configuration. Some late ‘90s blocks have varied from this bolt pattern. Please confirm that the block your converting has this triangular mounting pattern. LS1 blocks and Vortec Gen. III V8 blocks use a square bolt pattern for the motor mount. We offer a full selection of conversion mounts for these blocks. GM also changed the crank flange stickout location on the LS1 and Vortec Generation III V8 blocks. This crank is recessed .400” closer in than any other stock Chevy block. When these blocks are used in a conversion, the torque converter or clutch components will need to be adjusted. LT1, LT4, ZZ4, LS1, and Vortec blocks all use angle port heads which are not compatible with most of our header systems. We offer some specialized headers for these blocks. These blocks also require a steam release port on the radiator. The radiator we offer can be ordered with this steam release provision.
CHEVY 90 degree V6: This block can either be the 3.8 (229) or 4.3 V6. These engines are identical to the Chevy V8 application with reference to bellhousing, starter, and flywheel. The oil pan has year differences like the Chevy V8 except with the 1997 & newer aluminum oil pan. Vehicles requiring oil pan modifications should not use this block. Motor mounts are also the same as the Chevy V8 with the exception of the location of the triangular bolt pattern in reference to the back of the block. The mount is approximately 4-1/2” closer to the backside of the block.
CHEVY 60 degree V6: This is the 2.8L V6 used in S10s and Jeep Cherokees. This bellhousing bolt pattern is completely different than the 90 degree Chevy bolt pattern. GM automatics that have this bolt pattern will not bolt to the 90 degree blocks. In 1996, GM introduced a stock engine replacement known as the 3.4L.
BUICK V6: Buick used two different bolt patterns like the engines listed above. The 225, 231, and 3.8L (rear wheel drive vehicle) all used the standard Buick bolt pattern for which we offer motor mounts, bellhousings, and adapters. Engine blocks like the 3.8L transverse (front wheel drive vehicle) have the same bolt pattern as the Chevy 2.8L V6. We do not offer adapters or motor mounts for the Buick aluminum 215 block.
The GM Generation III & IV blocks are classified as a 4.8L, 5.3L, 5.7L(LS1), and 6.0L. These blocks have gained popularity because of the emission controls required when performing a engine swap. A few things to consider when using a Generation III V8 block are as follows: All fasteners are metric. The heads of a Gen III are wider than an early GM V8, so the exhaust manifolds are tough to fit between the frame rails on most vehicles. The exhaust on the driver’s side can be a problem for mechanical clutch linkages. The oil pan is aluminum and cannot be modified. This can cause some problems on vehicles requiring oil pan modifications. We recommend the installation of a Gen III into the following vehicles: Jeep TJ, YJ, and CJ7 (CJs may be required to use a header system), Toyota Land Cruiser, full size Chevys, and any other vehicle with a minimum of a 25” inside frame width.
Transmission Combinations: The Gen III engines have the same block bolt pattern as the early GM with the exception of one bolt hole. When bolting an earlier GM transmission or one of our bellhousings to the Gen III block, you will only be able to use 5 bolts on some bellhousing kits. The Gen III engine used a different crank stickout from the back of the block and a different crank bolt pattern. This means the early style flywheels and flexplates will not bolt to the new Gen III blocks. The stock flywheels and flexplates from the Gen III blocks are also unique with regard to the clutch bolt pattern and the torque converter bolt pattern. We have designed two kits for either a manual transmission or an automatic.
There are some Gen III blocks that do not have the recessed crank. This kit will not work on these blocks. One block that we know of is the 6.0L with cast iron heads and the 4.8 or 6.0 engines coupled only to a stock manual transmission in 1999 to 2003. A custom flywheel would have to be made to work on these block P/N CF720000.
The kit designed to fit a manual transmission is PN712500M (Luk Clutch) or PN712500M-CF (Centerforce clutch). This kit includes a flywheel, flywheel bolts, 11” pressure plate & disc, bolts for the pressure plate, pilot bushing spacer, release bearing, and metric bolts & washers for the bellhousing. The above listed kit works with our bellhousing kits P/N 712525, 712548, 712549, 712567V 712576, 712577, and 712591V. A special starter, P/N 22-0002, is required if using bellhousings 712567V and 712591V 716155 GEN III BUSHING & 716154 GM
The kit designed to fit the TH350 or 700R automatic transmission is PN712500A; and for the TH400 transmission PN712500A4. These kits include a modified flexplate (drilled for a early GM torque converter), flexplate bolts, crank spacer bushing.
Exhaust: The truck manifolds fit the majority of applications with the exception of the Jeep CJ. The Jeep CJ can use a Gen III Camaro manifold or exhaust headers that we manufacture. On our NV4500 bellhousing kits, the truck manifolds also have some clearance issues with the slave cylinder. We sell a slave cylinder bracket for a NV4500 and Gen III engine application. We also offer a rear dump header similar to truck manifolds, P/N 717045. PN717040 Jeep CJ Gen III Fenderwell Header PN717043 Gen III Center Dump Header PN716286 Slave Cyl. Brkt. (NV4500 w/ truck manifolds)
Vacuum Lines: You will notice that the GEn III block has no provision for vacuum lines. There is a small port on the back of the intake manifold that can be used. First, pull out the black plug on the intake manifold by holding pressure on the gray ring. Once the plug is out, drill and tap the black plug for a 1/8” pipe thread. Use a 90 degree 1/8” pipe by 3/8” barb adapter and thread it into the tapped plug. Press the plug back into the manifold and attach the hose.
Radiators: The Gen III requires a steam release port which is a standard feature on our radiators that the part number ends with a (-LS) at the end. The Gen III also require smaller water inlets and outlets on the radiators. The Gen III engines recommend a 50/50 mixture of Dex-cool and water.
Fan: We recommend using an electric fan in most installations. Our Spal fans allow for ample clearance in the engine compartment providing for good air circulation. We offer a Spal fan kit (to fit our radiator) under P/N 716670. This fan is rated at 2070 CFM.
Wiring: Installing the Gen III is fairly simple; however, depending on the year of the vehicle, coupling to the stock gauges may require a vehicle service manual. For example, on a Jeep TJ we retained the stock Jeep sending units and attached them to the GM block (oil pressure, temperature, and fuel level). All of them work fine except the tachometer (in which we installed an aftermarket one). Since we used the stock sending units and because the Jeep TJ had a computer controlled stock engine, the Jeep computer thinks that the original engine is still sending information. Vehicles that were not originally computer controlled may just need new dash gauges coupled to the Gen III sending units.
Throttle Linkage: The throttle cable that comes on most Gen III engines has a standard cable connection which can be fitted to most gas pedals. A new, larger access hole may need to be drilled in the firewall where the stock cable was originally located.
Fuel: The Gen. III fuel rails have anywhere between 50-60 pounds of fuel pressure! Only approved high pressure hose and fittings should be used. The Gen III engines need a minimum diameter of 3/8” line on the pressure side, and a minimum of 5/16” on the return side (3/8” is best for the return line). Depending on the year, model, and make of your vehicle, you will need to find out what type of fuel delivery system your vehicle was equipped with and what type of pressure it was running. For example, a Jeep TJ used a fuel pump that was internally regulated in the fuel tank at 46 psi. Since the Jeep regulated the pressure at the tank, it did not run a return fuel line. On this installation, we opted to run two new 3/8” lines; one pressure and one return. The pressure line needed to be installed by drilling and installing a bulkhead-type “AN” fitting alongside the stock Jeep pump assembly. A fuel tank pickup also had to be installed. The old “pressure” line out of the Jeep tank was used as a return line from the Vortec. To use this connection, we had to remove the stock internal regulator. This is just an example of one application we encountered.
The Gen III crank is almost flush with the back of the block