*Will upload pictures later* There is a lot of info here. I have completed my swap of a NP440 into my 1972 Camaro. When I got it it had an automatic turbo 400 transmission in it. I wanted to have overdrive for a nice crusing car for road trips to states with speed limits 70-80mph and daily driving. I also wanted to have a manual transmission in my car. Since I have learned to drive a manual I realized how fun they are to drive. Unfortunatley all of the manual transmissions with an OD gear are either expensive or weak. All of the chevy 4 speeds 4th gear is 1.00 and the first gear is usually low like 2.50 or 2.20. Most people solve the lower first gear in the transmission issue by putting a higer geared rear end like a 3.73 into the car which costs more and also makes it so the 4th gear has high RPM on the highway. I decided to do the opisite. I found a transmission with a high first gear to make up for my 2.73 rear end. With the TH400 it was nice on the highway but it was slow on the takeoff. When I was looking for transmission candidates to swap in I found out about the little known NP440 or MY6 transmission. This is a 4 speed transmission. This has a 3.09 first gear and 4th gear is .73. This is the best of both worlds for what I was looking for. The problem with this transmission is that it is rare. Not a lot of people even know it exists. It is hard to come by. Especially one that is complete. I got lucky and found a older gentlemen who had rebuild manual transmissions for the last twenty years who was retiring and selling his remaining stock. He had a brand new rebuilt 2WD NP440 that I got a deal on because no one knows what they are and he could not sell it. I bought another 4WD NP440 for spare parts and the bellhousing. The NP440 is basically the Chrysler A833 OD of the transmission that chevy used from about 1980-87 in trucks and vans. Chevy just used custom, input shaft, output shaft, bell housing, main case, shifter/rods. The gears inside the transmission are the same as the A833 which is my understaning. The NP440 has almost the exact same gearing as the 700R4. When I bought the transmission I got to see a side by side of a muncie vs the NP440. The muncie is quite a bit smaller than the NP440 in the main case area. It does fit our cars but barely. Before I ever bought the NP440 I made sure I understood the affect of changing gear ratios. I have put a link to a website with a Windows program below for calculating gear ratios. It was within 200rpm of being acurrate when I got the transmission installed so I was pretty happy about that. At about 80mph in 4th gear I am at about 2200RPM. My Tire Size: 225/70 x R14 Rear End Gear: 2.73 Open TH400 Gear Ratios: 1st 2.48, 2nd 1.48, 3rd 1.00 NP440 Gears Ratios: 1st 3.09, 2nd 1.67, 3rd 1.00, 4th .73, Reverse 3.00 700R4 Gear Ratios: 1st 3.06, 2nd 1.62, 3rd 1.00, 4th .70, Reverse 2.29 Overall First Gear w/TH400: 6.77 Overall First Gear Ratio w/NP440: 8.43 Bearing Retainer Collar Size: 1.375 in Input Shaft Splines: 10 Input Shaft Diameter: 1 1/8 in Output Shaft Splines 2WD: 27 Output Shaft Splines 4WD: 32 Shifter/Shift Plate: Used 4WD Shift Plate/shifter (Cut and Bent Shifter Rod) NP440 Neutral Position: 1st/2nd * | * 3rd/OD * | * Reverse * \ * Flywheel/Clutch Size: 11 inch/168 tooth Inspection Plate: generic Chevy one that I cut and drilled holes to fit Starter: standard automatic diagnol bolt pattern 168 tooth starter Drive Shaft Length: Stock Th350 Length Fluid: Dextron/Mec 2 Gear Calculator: https://locost7.info/gearcalc.php Installation Problems * Hydraulic Throughout Bearing - The Bearing is to close to clutch fingers. You have to grind down the front bearing retainer where the hydrualic throught bearing sits to provide proper 1/8 in clearence. * Shifter - Have to cut the shifter short and bend it with a touch to get it to fit right. Its a truck shifter so its way too tall. * Clutch Hoses Hydraulic Throughout Bearing - You will need two 45 degree fittings off of the throughout bearing to get the hoses out the clutch fork hole. Otherwise the hoses will be pointing at the bell housing and you wont get them through the clutch fork hole. * Installation - This transmission is heavy even all aluminum. I had to put the bellhousing under the car first. Balance the transmission on the jack and roll it under. Once under I put on the hydraulic throughout bearing and bolted the main case to the bell housing. After that I started to jack it up. The jack handle was in the tunnel where the drive shaft was. I jacked it up and bolted it in place being really careful. Do not try and feed the hoses through the clutch fork hole after the trasmission is installed and bolted up. It wont work ask me how I know. * Shift Rods - After buying two of these NP440s I had several shift rods. I used a MAP gas torch to heat the rods and bend them. This took a LOT of test fitting to get it right. One of the most time consuming things of this whole swap. Part List Hydraulic Throughout Bearing: $199 RAM 78125HD https://www.summitracing.com/parts/RAM-78125HD 168 Tooth Flywheel: $105 Pioneer IO-FW100 https://www.summitracing.com/parts/PIO-FW100 11 In. Clutch, Pressure Plate, Pilot Bearing: $115 Zoom MU5505-1 https://www.summitracing.com/parts/ZZZ-MU5505-1 Hydraulic Clutch Conversion Kit: $275 McLeod 1434005 https://www.summitracing.com/parts/MCL-1434005 Manual Pedal Set: $72 Auto Metal Direct W-328 https://www.summitracing.com/parts/AMD-W-328 NP440 Transmission: $800 Factory Th350/4 Speed Crossmember 70-74: $100 Tailshafts * 2WD Truck - Will mount to factory TH350/4 speed Crossmember * 2WD Van - Will mount to 1970-74 Factory Th400 Crossmember * 4WD - Output shaft is 32 spline. Has to mount to 208 transfer case. Have to change entire main shaft to use 2wd tailshaft on this. * Note: 2WD Tailshafts same except transmission mount location Main Cases * Aluminum: Came on 2wd NP440 * Cast Iron: Came on 4wd NP440 * Crysler/Chevy Hybrid Bolt Pattern: REQUIRES a special bell housing with a hybrid chevy/crysler 4 speed bolt pattern * Chevy Bellhousing Bolt Pattern: Has standard chevy bolt pattern but the front bearing retainer is larger so a stock 621 chevy 4 speed bellhousing will need to be modified. Or get the correct NP440 bellhousing. * Note: Main cases are Swappable Bellhousings * Hybrid - Will mount the hybrid chrysler/chevy style main cases * Standard - Has the standard chevy 4 speed mounting pattern for the main case but the bearing retainer is larger. * Hybrid/Standard - Drilled for both the hybrid and standard chevy 4 speed main case bolting pattern. This is the best all NP440 main cases will bolt to this bellhousing. * Note: Can come as Hyraulic Slave or as manually operated clutch forks Shift Plate * 2WD Shift Plate - The plate places the shifter to far forward for our cars it would probably hit our dash if you tried to install this shifter/plate. You do not want this one. * 4WD Shift Plate - This puts the shifter in the area around where the factory 4 speed would be. The plate needs to be ground down a little bit to clear the speedometer hump on 2WD tailshafts. Shifter * 4WD Small Shifter Body - Fits well has different shift gates than the large body. * 4WD Large Shifter Body - May work have not tested but the clearence will be close to the trans tunnel if it does. * Note: Both shift rods will need to be shortend and bent they are WAY too tall. These were ment to be in trucks. Stock 4 speed console will not work without a 90 degree bend like the stock shift rods. Transmission Shifter Arms * 1st/2nd Gear: has to be pointed UP * 3rd/OD Gear: Has to be pointed down * Reverse: Arm can be pointed up or down. Will make reverse be up or down when shifting into it. Mine is to the left and down. My arm is pointing down.