I got 383 84 Z28 700r4 trans i am a certified Welder and my best friend is a machinist so custom fab work is no problem i'm just wondering if any one has try to put a SM465 in a camaro cause they are straight cut gears and is VERY CHEAP for a used one any info would be greatly appriciated

 

Where would you find high enough differential gears to use with a 6.55 first?

 

Except for towing, 1st gear is really useless (see above) and only having a 3spd that's not that well geared for ~3500lb car use either means you really should pursue a different option.

They're straight-er cut than some, but not straight cut.

 

Thanks for the info i'll probly just stick with the 700r4 for now

 

Noone noted the iron case.
If you want a truck transmission, how about the aluminum-case ZF 5-speed from a Ford F250 2WD 7.3 diesel? You still get a useless first, but the other 4 gears should be useful with a 2.73:1 or 3.08:1 axle.

 

I got the impression he wanted the trans. to fit in a Camaro.

 

Didn't he say he was a fabricator, and his friend was a machinist? surely they could create an adapter plate and re-shape the trans tunnel, then do a custom shifter.
Besides, your pic shows the wrong trans.

 

That probably means they can cut their own gears and make up for that 5.72 first gear, making it an ideal choice, since the shifter is located much differently than the 6 speed ZF.

 

I had a 465 4 speed in my old 79 4x4. 3.73 gears and 36" tall tires and I still never used low gear.

 

So remove that gear, make it an SM365. Has the advantages of being under $150, being able to hold 1000+ horses with no mods, and with the also-available 1.38" input, should take 1500+ horses. Iron, yes, but short. Very readily available. The '88-'91 top was aluminum and did improve the shifting. The gearing is a mess, at 3.58 / 1.70 / 1.00, but if you're making enough power to break every other transmission, then you're making enough power to recover from such an RPM drop after each shift.
But if you're pulling a truck trans from a yard, get the ZF 6-speed from a 2000-ish GM 1-ton. Then you get 5 useful gears in an aluminum case, and it will still survive 1000+ horses.

 

I'm a cheapskate addicted to overkill, so in the same vein, I am looking into this. The NV4500 seems wrong for these cars, but for land speed racing, where weight is a good thing, the NV4500 may have merit. It would have to go on the back of Lakewood's bellhousing, adapting it isn't the challenge. But Lakewood can't even tell me if either a 12 inch clutch, or a dual disc clutch, will fit. McLeod makes a flywheel just for putting traditional manuals behind an LSx, and Lakewood does specify that old 168-tooth flywheels will fit. Plus it is SFI-approved.
The 465 is a lost cause, just for how it shifts, and the shift tower is too far forward. You'd have to remove the dash, the HVAC, and the center console entirely. But there's an offset shifter from Novak, IIRC, for the NV4500 for Jeeps to keep their stock plastic center consoles, and that looks adaptable for us.
It's the only common manual trans that'll hold over 1000 ft-lbs for under $150, as the ZF S6-650 is proving extremely unavailable, while I've already found 2 4500s in the yards.
Ultimately it could prove less final cost than a 4L80E. Same number of useful gears, but the overdrive is slightly better for the '92-'94, at 0.7286:1, while '95-up is 0.7451:1. The early version is more coveted for the low 6.34:1, and the external slave, but is easier to adapt to traditional bellhousings. Only the '94-'97 Dodge tail has provisions for a mechanical speedometer, but I wouldn't need that.
And even with the iron case, it's no heavier than a 4L80E.
Alternately, the ZF S5-47 may be worth adapting.