The SM420 is a legend, and remains one of the greatest Jeep conversion transmissions of all-time.
Our Muncie 420 is professionally and meticulously rebuilt. We use the best components, including bearings, synchronizers, bushings, seals and gaskets built by our SM420 specialists and experts. Any required updates and improvements are performed, including an industry exclusive remanufacture of the integrated first-to-second gear syncrho ring.
The 420 will be built using a GM style mainshaft or a Novak conversion mainshaft, as per your application. Included and installed are the Novak transfer case adapter and crossmember urethane mount assembly.
A new, straight transmission shifter cane is included and ready for the installer to bend to the particular application and driver's preference (if you wish you use your factory stick, let us know and we'll apply a discount).
Our factory style builds are OEM style replacement transmissions that may require the use of the vehicle owner's original tailhousing (either 2wd or 4wd) to complete the installation.
Adapted builds are designed primarily for installation into Jeep vehicles and include the installed aftermarket Novak mainshaft, adapter kit, rear mount, and pilot bushing as indicated for the customer's scenario.
An example of a Novak adapter, installed and ready.
Your 420 can be ordered ready to join to the following Jeep transfer cases:
We can also do a full rebuild of your Jeep transfer case if you would like to ship it to us. We can provide any upgrade components for it that you wish. It will be pre-installed to the transmission and ready to lift into your Jeep.
We will also configure your front input section for a variety of OEM or conversion bellhousings including:
We can often source a bellhousing or use your particular GM or AMC bellhousing as required. Conversions to AMC bellhousings will include necessary machining for Crank Position Sensors (CPS), face pockets (if necessary) and the bellhousing rear face bolt pattern. The pilot bushing is included as specified.
Your transmission package is palleted, wrapped, fully insured and ready to bolt into your application. Novak will seek the best competitive shipping rates with our extensive trucking networks. It will arrive at a location of your choosing, though we strongly recommend a business location with a dock / forklift for delivery, as residential and liftgate fees can add up to an extra $100. per delivery.
Pricing is generally as follows:
Individuals considering the SM420 for many conversion situations can also consider the more modern and more affordable SM465 transmission package.
Because of the many variations involved, we encourage you to contact us directly by phone or e-mail. We will help you put together your transmission to best fit your requirements.
The SM420 has proven to be one of the best transmissions ever built. Its watershed design made it a greatly respected predecessor to following designs.
We offer nearly all parts at the component level, and our master rebuild kit, which includes the most thorough collection of parts offered anywhere.
Our master rebuild kit has been assembled for our customer's rebuilds as well as our own. It is the most complete kit we know of an it features all the typical consumable and wear item components.
Note that the 1st-to-2nd gear synchronizer ring is not included in the master kit like for other transmissions, as GM manufactured the synchro into the 1st sliding gear. Because most drivers start out in 2nd gear and do not regularly shift from 1st into 2nd, this synchro ring usually outlasts the others. However, Novak can install a new synchro ring into your first gear if you would like to send it to us. Cost is $125. and we require about four business days to turn it around. Please inquire if interested.
IMPORTANT: For #SM420-1 and SM420-2 kits, the 3rd - 4th synchro rings are not available and not included as they once were. However, we are planning to manufacture these items shortly and will make them available as soon as they are available.
It is very common for our customers to do top-level rebuild work, using good methods and by following our included instruction guide.
We suggest the rebuilder have access to a set of snap ring pliers, and a small arbor press, in addition to standard shop tools.
Many parts for the SM420 are available new and used and affordably so; however, gears and input shafts can be very difficult to source, primarily due to having been out of production for several decades. Please refer to the parts list below to determine availability. Contact us.
All asterixed (*) items are already included in our master rebuild kit, above.
All items marked with a cross (†) are unavailable or nearly impossible to source1. Expansion Plug
The early SM420 transmissions (1947-1953) feature a necked-down retainer sleeve bore and screw-back threads to push oil rearward back into the transmission during operation; akin to a pump. This is in lieu of a neoprene seal as used in modern transmissions. This type of system is revealed by the presence of a dripper hole at 6 o'clock in the retainer tube, whose role it is to drip any escaped oil down into the bellhousing instead of towards the clutch disc. This early method works only tolerably well. Parking downhill with the engine switched off can be especially problematic.
We've developed a clean way to fit the SM420 with a front seal. We grind a precision cylindrical seal journal into a customer's existing shaft. We then provide our billet steel SM420 front retainer and a neoprene seal. This has the benefit of providing an excellent seal at the front of the transmission, without sacrificing the flushing and cooling action of gear oil to the main input bearing. It also replaces the brittle, cast iron front retainer with a far more durable version.