NV 4500

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Hi guys, I need your advice on the NV please. I run a 1st gen. D-350. This is used as a Hotshot. I pull 36,000 lb GVW on a daily basis. The truck is getting a Reman Cummins 215 hp motor installed as we speak. <Orig. 160 hp> I'm on my 2nd Getrag 5 speed. Any other "heavy" load pullers on here using the NV? How does it work for you, and is it holding up well? Do not care about the price or needed changes to the truck to be installed. Just interested in the performance of this transmission. I'd appreciate any honest thoughts. TIA, Mike

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92 Std cab. LE. 210,000, 5-speed, 3. 54, 105 gal Aux tank in bed. Banks Power pack. 14cm 4" exh. w/wastegate. Pyro & boost guage, oil temp guage. Rebuilt pump turned up, fresh injectors. E-brake. Used as a Hotshot/express Reg. at 36,000 lbs in 48 states. http://hometown. aol.com/hotshothauler/myhomepage/business.html

 

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I'm not a hot shot driver and I just run my truck for fun. I used to think the nv4500 was the strongest out there. Now I'm just waiting for my 5th gear nut to fall off. I'm very easy on it now because after seeing in person 2 milk crates full of snaped off input shafts I'd like mine in one piece. They do make good clutch alignment tools when you weld a bolt to them. You might want to ask the Mitchells what they think on the subject. www.enterpriseengine.com

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96 2500 4x4 nv4500 3:54 slt 3"body lift 2. 5" suspension by skyjacker dual steering stablizers dual front shocks 267/75/16 street tires 36/12. 5/16 swampers for mud silencer ring lost 5" pipe borla KN round style filter JRE stage 4 400hp JRE afc spring kit boost and pyro gauges 16 housing pump timed and 3000rpm limit gone

 

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If you pound on it in 5th, the gear will more than likely drop off and your stuck in 4th until you get it fixed. If you got the $$$, why not go with the NV5600 6sp?

 

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BV, Good point. I'll post in the 24 Valve section to see what I can find out about the 6 speed. Seen prices around $3500. 00 just a few hundred more that the Getrag reman. I knew about the 5th gear and that was my concern. No sence in jumping from 1 fire to another one. Thanks again, Mike

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92 Std cab. LE. 210,000, 5-speed, 3. 54, 105 gal Aux tank in bed. Banks Power pack. 14cm 4" exh. w/wastegate. Pyro & boost guage, oil temp guage. Rebuilt pump turned up, fresh injectors. E-brake. Used as a Hotshot/express Reg. at 36,000 lbs in 48 states. http://hometown. aol.com/hotshothauler/myhomepage/business.html

 

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The 5 speed is about 150 pounds lighter than the 6 speed and may be an easier swap. It is very strong except that 5th has the undercut spline problem on the mainshaft, hence the nut working off. I understand an aftermarket company is making a fully splined mainshaft; check the archives. The 6 speed has had its problems, like 2nd or 3rd puking, so if you get one be sure it has a warranty.
If you run a clutch with unsprung hub on the street, especially hotshotting, you can expect to replace the input on a more or less regular basis. The bad part is that it breaks unpredictably and you are stuck!

 

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I dropped 5th 5 times, 5th time I put an Allison/brownie in it. There are a couple 99's and 1 2000 hotshot truck's I know of that has dropped fifth. So I would not put much faith in the "fix" that is currently out.
I would look for the new main shaft that just came out. That would solve the 5th gear problem. 5th was the only problem I had, if I knew the new mainshaft was going to be available, thats the route I would have gone.
good luck
Just found this post from a while backon the new main shaft:Standard Transmission web site is "www.standardtransmission.com". They just got the
shaft for the 4x4 in. The price is $375. 00 . They also have the gear and nut. Thanks for
the lead. I am considering reversing the US GEAR underdrive unit to make it an
overdrive. This will minimize the amount of hard pulling in 5th gear.

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97 Dodge cab/chassis 1 ton,Allison at 545 4spd auto, Brown-Lipe 3spd auxillary, 4. 10's,11'flatbed w/ monorail, bd injectors, K&N filter,Cobra 29 CB, Wilson 2000, electcric & V/H brakes, 50 gal. aux tank, pulling 20' 12 k cap tag-along flatbed trailer,
225,000 miles and counting

[This message has been edited by LARGE CAR (edited 07-27-2000). ]

[This message has been edited by LARGE CAR (edited 07-27-2000). ]

 

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Try this shop they make a kit for what you want to do and I think they have the 5th gear thing fixed with a better shaft. http://www.standardtransmission.com/

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1996 4x4 3500 4. 10 5spd, Diesel Dynamics stage 2 injectors, #5 TST plate, Govoner spring kit, 16cm2 housing with 4" exhaust, Cummins exhaust brake, US Gear overdrive, Grover air horns, Mag-Hytec cover, and more.

[This message has been edited by BPINE (edited 07-27-2000). ]

 

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Guys, Thanks for the input. I appreciate the info much. Should be getting the truck back later today with the 215 motor. Should be a mean pullin machine with an added 55 poneys. I'll think about the 4500 & 5600 trannys. I'm off to Dothan to pick up my new FL-70 this morning. So Thanks again guys !! Mike

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92 Std cab. LE. 210,000, 5-speed, 3. 54, 105 gal Aux tank in bed. Banks Power pack. 14cm 4" exh. w/wastegate. Pyro & boost guage, oil temp guage. Rebuilt pump turned up, fresh injectors. E-brake. Used as a Hotshot/express Reg. at 36,000 lbs in 48 states. http://hometown. aol.com/hotshothauler/myhomepage/business.html

 

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see my earlery post to Ron the 4500 is bullet proof if you mod to my fix ,havent talked to std trans in the last year But told them of how i kept mine on back when they droped there warranty from 1 year unlimited milage,said why should we go beond oem- when they can't keep the nut on.
Great people and stand behind there word. .
Prices AAAAAAAAAAAAAAAA+++++++++++++++++++++.
Lube 75w90 castrol syntec.

 

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How many miles can you expect to get out of the NV4500? And when it does die on you can it be rebuilt or is it just time for a new one? How much does it cost for one to be rebuilt VS buying a new one?

Kyle

 

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I am no expert but will relay my experiences and what was told to me... My 96 5sp dropped the 5th gear 3times. Last at 150K. Spines pretty worn. This truck is partime hotshot with pump turned up some. 95% of all 150K miles probably in 5th gear.

I had some long discussions with NVG rep at TDR Nationals. He said the NVG4500HD is a 100K life trans. It should last at least 100K. Even though their is no service interval, he said it would be good to change trans fluid every 50K. Trans was design for big block gas (chevy and dodge jointly)

In my case @ 150K, my dealer would rebuild top shaft only for $1800. Still have trans with 150K wear for the most part. I located several quality rebuild shops that would rebuild for about the same money. My dealer gave me a Brand new trans (2000 model) for cost or about $2200. I planned on keeping the truck so stuck a new trans in a sold my core to a rebuild shop for $400.

I would guess if one rarely pulls or pulls only light loads I would expect 200 - 300K life. Other than the 5th gear issue the rest of the original trans shifted and ran like new. I had several oil samples comeback with high iron (gear wear @ 100K and 125K) and new it was just a matter of time.

By in large, the NVG4500 is a very durable trans. It would go almost forever behind any big block. But a turned up Cummins is beyond what it was ever designed to handle on a daily basis.

I think some of the upgrades fixes and replacement parts can make it better. A little control with the right foot always helps too!

jjw
ND

 

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Looking at the cut-away drawing of the NV 4500 it apparently is an older four speed box redesigned to be a 5 speed-fifth gear is outside the main case, synchro is on the countershaft. Might it be based on the NP 435 or NP 445?

I was thinking of a retrofit for the 5th gear nut problem.

A modified nut and 5th gear each having splines (On the nut the splines would be on the OD, on the gear they would be on the shoulder that faces the nut. The spline spacing would be about the same as an axle shaft. ) and an internally splined collar that fit over both and is secured by set screws tightened into the gear puller "groove" on the fifth gear.

Being "grounded" to the gear, the nut would positively be prevented from loosening. A redesigned/modified shift fork would be needed to allow clearance for the above mod, but no transmission removal would be required.



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'93 W350 Club Cab, 5 sp. , 129K, Factory Options: LE, 4. 10, LS, 7600 lb. rear springs, tachometer, front stabilizer bar. Mods: Banks stinger plus, Linex bedliner, 25,000 lb gooseneck, 10,000 lb receiver, Tekonsha brake controller, PW injectors.

 

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I have been doing some research on the best transmission. After checking into the Brownie 3sp, Allison and other ideas, I have talked to three transmission shops that have installed Fuller RTO6610's into Rams. This is a small Roadranger 10 speed w/overdrive. My understanding is that it is a relatively simple install. I have been quoted $2200 to $2500 for the transmission including all additional parts needed (bell housing ect. ) They will install the correct input shaft so your flywheel/clutch can be used. For serious trucking this seems like the ultimate way to go. The only problem is it needs air supply to shift. I think this will be the route for me.

 

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LarryB,

Good info! Do you know if this was applicable to just a two wheel drive or could the 10 spd be put in a 4x4? Also, could the air shift be converted to run off vacuum instead?

 

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Larry You got any phone #'s I'd gladly spend that or more to get a "real" transmission. I feel lost shifting the 5 speed. I have asked several shops around here. To no avail. One guy did say he made this swap. But it was an invalid e-mail addy. At this point and time I'd settle for the pain in the rear, super 10. Still looking into the 5600 as well. I now have the 215 HP motor in and running. Gotta love that P-Pump !!! Just a matter of time before the Getrag pukes parts. Thanks, Mike

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92 Std cab. LE. 215 P-pump reman cummins motor. 5-speed, 3. 54, 105 gal Aux tank in bed. Banks Power pack. 12cm Hot end housing 4" exh. w/wastegate. Pyro & boost guage, oil temp guage. E-brake. Used as a Hotshot/express Reg. at 36,000 lbs in 48 states. http://hometown. aol.com/hotshothauler/myhomepage/business.html

 

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QRTRHRS
I think it will work for 2wd only. I know of no conversions for 4wd. I'm not that familiar with this gearbox to know if it could be converted.
Mike
I'll get you the names and #s Tuesday when I get back to work.
Larry

 

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Hello all,

Larry,

This sounds great. I am also looking for a trans up grade. I have not lost 5th (raping on wood as I type) but the thought of the possibility makes me not want to pull in 5th. I am considering a Gearvendors splitter but the NV4500 will still bother me when I mash the loud peddle and head up a grade. I would like to find out more about the RTO6610. Is it REAL truck heavy or something between? I will be anxiously tuned in to the site for your reply on phone #s

Thanks
Andrew

 

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Sounds like these boys have it figured out: http://www.standardtransmission.com/dodge.html

Mine towed a 35', triple axle monster for the 1st 19k miles. It only had the injectors & 4" cat back system. Now it tows a 27'er, but lots more umph. I've got about 52k mi now & no 5th gear problem. I think it's time to back off the boost while towing in 5th. #ad


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Money Sink - 96, 5 speed, Injectors, 280/685 & AFC housing slid.
4" CAT back & CATless, 4" chrome turn down straight out back.
ISSPRO Pillar, Delvac 1 & Amsiol, K&N, Monicas silencer ring removed, Exhaust brake, Mag-Hytec, 3:54, 235s.
HX35s days are numbered, HX40-16 is here.
Un-Bombed = Boring

[This message has been edited by Forrest (edited 08-06-2000). ]

 

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Mike & Blownrat

Try calling Lane @ Wholesale truck parts in Portland, OR. 1-800-547-1315
He told me he has a list of parts needed and also has used/rebuilt RTO6610,s in stock.

Let me know what more you come up with.
Larry

 

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How long will the nv 4500 gears and bearings live? keep lube in the box at least 700+ See other post on lost 5 th gear repair.