what specific (name) variant of nv4500 am i looking for?

jasper offers 3 year warranty on rebuilt but wants a core and charges $3400 which seems too high.

i found another source online for about $1450. reasonable?

fordification thread says need a chevy clutch plate and don't go divorced:

NV4500 5 speed - The FORDification.com Forums

also it seems i should get one with a tail housing and a 5th gear modification for additional strength (details?)

tia

edit:

from the web, apparently the tailhousing for the "HD" version is different from the tailhousing for the "LD" version (beefier?), the "HD" is chrysler/dodge while the "LD" is chevy/gmc, and the "KA" version is for diesel and so will not work (right?). and if right, should i get the HD or the LD version? do i need a "spud shaft" on the rear end?

 

What engine do you have in the truck? I'm assuming you have a 360 and divorced Dana 24 or np205? Those prices are way to high. You can use a married or divorced transfer case I'm running a divorced NP205 and a 2wd nv4500 in my truck. The downside to a divorced is an extra driveshaft with more moving parts and it has a tail housing that is more likely to break then a married setup. But a divorced setup allows better pinion angles with high amounts of lift and length. The 5th gear mod is a nut with set screws in it to thread on the back of the 5th gear shaft. The issue was they didn't have fully threaded shafts so the 5th gear nut had a tendency to back off and eventually catastrophic failure of the trans. The fix is either to swap in a fully splined shaft or get the 5th gear fix nut and it works most the time but also messes your shaft up from the set screws biting in. The HD vs LD versions are simple of course you want the beefier of them but then that can mess with the transfer case bolting up if the splines don't match then you could be into swapping inputs or outputs which lead to more money spent. Then you need the hydraulic clutch figured out mounting it to the firewall. Which isn't hard been done by multiple of us. In my opinion a zf5 may be a better swap. The nv4500 can add up quick and not worth it to some degree.

 

i have a 360 stroked to 390. i just now looked and to my surprise the transfer case label indicates that i have the dana 24, not the np205 as i had originally thought. this web page confirms:

http://www.fordification.com/tech/transfercase.htm

at any rate it has a single **** and a high and low speed. [i have read that i should keep the dana 24 if i want to keep short term costs down, though a (somewhat stronger and slightly lower geared) np205 should in theory bolt in, so that is another option.] also i have a divorced setup, separated by a driveshaft that appears to be about 2 feet long (i think the truck was originally the longbed / long wheelbase version, although now a flatbed). i presume(?) this means, for simplicity' sake, that i should probably stick with keeping the divorced setup. what diameters and splines would i need on the front? what model # yoke would i need on the back? i may try to take a second look at the zf5 (but some quick links- to zf5-into-highboy would really help of anyone has some handy). oh and as far as hydraulic clutch, i thought that was only for the 385 series engines-- please help my confusion on that since i want to end up with something simple, and hydraulic does not sound simple to me (could of course always be missing something). My understanding is that the HD is used with the Dodge Ram gasoline variant, and for compatibility, the Dodge Ram gasoline variant is the way to go if at all possible.

 

I figured you would have the Dana 24 t case. It's what it would of left the factory with originally. They are great t cases. No need to swap to a NP205 unless you really want to. They are about the same overall. There's more aftermarket parts available for the 205 that's the biggest difference. The married setup would add more work to switch to but nothing hard about the swap. The yokes will depend on what trans you decide to go with. And how big of u joints you want. Shortening the transmission to t case driveshaft may be needed. The hydraulics are simple to adapt on the firewall. I'm running a hydro nv4500 in my truck but I also have a Diesel engine as well. Obviously you want the HD version for strength but I don't know if that complicated or eases the install as I'm unsure of the output spline count but if your running a divorced setup the spline count don't really matter as much as if your wanting to go with a married setup then you need to make sure everything would mate up shaft wise.

 

The nv4500 comes in like 3 different versions with all but the input & rear out put shaft being different.

The HD Dodge & Chevy diesels nv4500 internal gear sets are all basely the same, with that being said you can take the front input shaft from a small V8 gas eng. and swap it into a HD trans with it's bearing retainer. Early chevys up to 94 used a lower first gear ratio of 6.? that were good for rock crawlers Jeeps & Toyotas These lower geared tranny's can not be used in the ford trucks tho,as the input shaft were to short being 6.3/8"(or)5/8" can't remember now. But 1995 Chevy nv4500 was a new gear radio change to what the dodge was then using for it's diesels & gas V8's but the 1995 Chevy's were still using the earlier 92-94 bolt patterns with a small chevy short 6.3/8" input shaft.

The 1995 gas nv4500 was known as the B a s t a r d as it was a stand alone trans.
To make the 1995 chevy nv4500 trans usable the main case would have to be changed out to the 94 up to later dodge case up to yr. of 1996 along with a diesel "or" V8 gas input shaft that is now interchanged since the HD gears & V8 gas'ers have the same internal gears sets but different main out put shafts for the most part.

HD nv4500 diesels has a 1.1/4" input shafts, and the splines for the gas V8's has a 1.1/8" and both are 7.3/8" long both have 10 teeth on the gear. The input retainer is different size.

To get correct driveline angle and keeping it at 7* degree for installation into a f250 with remote having a TFC the 1995,96 Chevy rear tail shaft can be swapped out or changed out from the 94 up to 1996 light or HD Dodge nv4500 by using the Chevy short tail shaft and the use of the dodge GAS V8' a long with the bearing retainer.

The Ford 60/70's with having the remote TFC is the perfect candidate for this setup.

Ford's throw out bearing is the same size an fits the dodge gas V8 bearing retainer.

So no change with the clutch linkage, but a Chevy 11" clutch disc is used in stead of the fords 11" clutch.

The pilot bushing needs to be drilled out to match the dodge gas V8s size 3/4 or 7/8"
can't remember right now. A ez to do fix with a drill press an correct drill bit.

Center drive line has to be shortened 6"

The stock chevy tranny mount can be used or buy a stronger one of the poly mounts.

The stock cross member and the frame mounting brackets has to be moved back about 4.5" an drill new holes into frame and bolt it into it's new location plus drill for the new chevy mount all easy stuff.

Also about 1/2"-3/4" lip has to cut or trimmed off the cross member where it comes in contact with the rear of the tranny a little.

The 4wd shift lever mounting bracket will have to be addressed buy or make a new mounting bracket.

A new holes or replace tranny hump cover and make new holes for the nv4500 shift lever & 4wd lever.

I have a few picture in my garages/gallery.

Hope this helps clear your confusion some.''

I started out with a dodge HD Nv4500 an converted it into a dodge gas V8 input shaft with a Chevy V8 tail shaft pictured below.

The proof is when you pull one of these tranny's down. Also you can check ebay parts listing on NV4500 as it list chevy & dodge gears.
go look on ebay at nv4500 parts


This lower tranny pictured is the one I just built not long ago that up 4 sale

 

Gees those guys over on the fordification sit sure made it sound hard put a NV4500 in to one of these trucks. Let a lone a 4wd long bed & short beds.

But not all of us can see the easy ways that just takes some a little thinking

.
Make a 4wd shift lever bracket not hard to do and use stock bracket mounted to it...
Transfer Case Basics - FORDification.com



Oh well just move cross member back 4.5" not hard to do.

 

Hey Crazy87 bronco here's the tranny stick retain tool in the last picture laying on the floor right side after a failed use.
Orich

 

Great bit of info Orich. Really gives you a good look at what you need for the nv4500. I've never looked into the nv4500 swap behind a FE. I was just going step by step with the NV when I installed it in my truck. It's behind a 12v cummins I clearanced my trans crossmember the one by the bellhousing and just moved the rear crossmember back some and set it on top of the bottom frame rail to give me the right engine tilt back.

Hey speak of the devil there's that shifter top tool. It's amazing how we were just talking about that. Then it shows up in the pic above in the background what a crazy quincidence.

 

C87bronco
Is this beast on the road yet or still at it sorting thing out ?
Look pretty good for the most part, even the cross member ez fix.
Orich

 

No unfortunately it's not on the road yet. Still got acouple frame mods and reseal the engine and wiring. Hopefully my goal is by summer to have it fired up and possibly movable. I'm basically going over every inch of the truck so it's been taking forever with other projects taking up my time from this one. I have a whole build thread on the truck it's under 99-04 super duty lift in 71 f250 Started as just a how to on the 99-04 spring setup but then turned into a full on truck build.

 

still studying... meanwhile, since i am not an automobile guy in real life, i wrote up the following condensed version of what is needed to try to help keep my sanity :-). corrections welcome.

what i have now

1968 ford f-250 4wd np-435 4wd transmission
main case length: 10.8"
front: 1 1/16" diameter, 10 spline, 6 1/2" stickout length input shaft
rear: 28 spline 1330 slip yoke (to internal driveshaft, to dana 24 divorced transfer case)

what i would need to install

1994-1996 (or 1992-1998? which? why?) dodge ram 4wd nv4500 sd (standard-duty)
(or equivalent with compliant components substituting non compliant components)
(note: non-compliant variations currently omitted for simplicity)
main case length 12.75"
front: 1.125" 10 spline 7.5" stickout length input shaft
rear: 4wd adapter housing length 6.25"
23 spline 1410(?) slip yoke

also required:

bell housing adapter plate(?)
chevy/gmc/dodge 11" clutch plate
longer bellhousing bolts?
custom shortened intermediate driveshaft
pilot hole needs to be drilled to larger diameter

miscellaneous:

nv4500 shaft needs to be ground down to 6.5"?
typical cutting and/or welding

caveats:

http://fordification.com/forum/viewtopic.php?t=47313

 

One thing the Advance adapter plate is 1" thick Ok so that reduces the over all input shaft 6.5 same as fords truck input shaft length. So no grinding of a shaft.

The married setup like for use in a f100's bolts up with the use of a inner coupler between them. Or for use in a bronco.

more to come later when I have more time got to go~~ foe now

 

wooops, forgot to add to miscellaneous:

(if needed) incorporate fix for 5th gear, either 2 set screws or (preferred) a shaft with longer threading

 

If you have the money for or find a used one the fully threaded shaft that is best option. And only true fix for the issue. The 5th gear fix nut is only temporary in my eyes as they have failed on some transmissions but some run then as the permanent fix. If your going to be tearing into the trans to replace inputs/outputs go the extra length and replace that shaft for good assurance.

 

Here's the 5th gear nut fix on the right side of the pic. Nut is on top then washer and bag of set screws on the bottom. I just picked these parts up in November for my nv4500