Can anyone tell me which NV 5 speed transmission is most adaptable for my 69 f250 highboy with a 390 engine. My question is from a Chevy or Dodge or any other options? What is required to do the job? I am also looking at and talking with Bendtsen's Transmission Adapters in Ham Lake, Mn. about an AOD to a FE bell housing. He has some innovative products which come at a cost, but he has a lot of R&D done already. There is value in that! Lot of hot rodders speak highly of their products.
Thanks for the input and everyone's knowledge on many subjects!

 

Rich is the one to ask about a 4500, but I think he has a married 205 TC. If keeping your Dana 24 TC, you need a 2wd version. Here is info about the 4500:
AdvanceAdapters.com | Engine & Transmission Conversion Adapters - Advance Adapters

 

The f250 all have the divorced TC the NV4500 Trans best fits is the 2wd dodge but the early chevy will fit but it needs an adaptor that cost more. The dodge rear tail shaft & housing has all have to be swapped over using the Chevy shorter tail housing.
All because the stock dodge rear tail housing is to long to retain the f250 driveline angle of like 7.x*

I only have to move the oem tranny cross member an frame mounts back about 4-5" then drill new frame holes. You have to use the smaller chevy Tranny mount. Your pilot bearing needs to be drilled out to 3/4" also the chevy clutch disc plate has to be used as it 11" fits the gas truck dodge 2wd tranny. Dodge has a larger disc like 12" which is to large.

Your tranny 4wd shift linkage will need to be reworked along with cutting all new tranny hum holes. Cut driveline 6'' and change to larger drive line input yoke..

Well that's it in a nut shell.

Plus if you swap out the T24 for a 205 the speedometer cable hooks up with a chevy/ford input cable, not the same as the one used by the TC-24.
Orich

This is mine with the chevy rear tail housing most people don't know they our interchangeable. This don't have the 5gear issues of locking up
like the long tail shaft one. Which all caused from lugging there trucks in 5th gear.



my nv4500 tranny



dodge nv4500 long shaft

 

Orich
I just got a NV4500 and plan on installing it in my 69 4x4 crew. You have a 416 which i assume is some bore and stroke combo of an FE motor? I have spoken to advance adapters about their adapter from NV4500 to Ford and was told I need to source a bell housing 6-1/4" deep with 4.848" index diameter. What bell housing did you use? Where is a good source for that particular bell housing . By the way my truck currently has a 429 but I plan on putting in a 428 FE so that it is more original at least in the engine bay.
I would appreciate any suggestions or pointers
Thanks
David

 

Aw sorry for the late reply,
The stock ford truck FE bell housing is the correct adapter fit. Being I have the standard 2 dr. cab 4x4 truck length I had to use the short rear chevy tail shaft to keep the correct drive line angle. I think you could use the full length nv4500 trans with a 4 dr. truck.

One important think is it's best to buy a new flywheel if yours has ever been resurfaced a few times. The chevy clutch inner hub springs fits deeper into the flywheel bolt area which may make contact as the clutch wear down a little the hub springs will butt up on the flywheel bolt heads that causes the clutch from disengage. You can check the clearance with some clay having the bolt into flywheel then by placing it on bolt head and then put clutch disc against it hard enough as if it was bolted by the P plate. I mic the clutch thicken to the rivets to see if, I have a hub bottoming out to the bolt heads not getting full use of it..

HOPE you came across this info of this helps you..
Orich

 

Hi All, Sorry to revive an old thread. To convert a dodge nv4500HD 2wd from the 13" long tailhousing for use in a f250 4x4 divorced TFC:
Short chevy housing
swap out dodge HD shaft for chevy 20.25" shaft
add speedometer gear as spacer to hold 5th gear in with torqued yoke
new 5th gear for main shaft only? or also larger gear needs swapped in to mate with new 5th gear?
Is there anything I'm missing here?
Running this all would not be over hp/torqued running a 4bt diesel?
Wanted to ask those who'd done it before.
Thanks for the help,
Sam

 

Maybe this guy can give you answers,
Torque King@4x4 Parts
www.torqueking.com

Orich

 

Thanks Orich. It’s written on their website that one of their ‘old hat’ knowledge guys has retired, so their staff has probably had to pick up the slack. I’ve definitely sent them a lot of payments over the last few years so I can maybe get some assistance on these gm trans parts.

Any reason to not use the balancer yoke 1350 or 1410 ujoint?
Thanks.
Sam

 

Sam...going to go way off base here..maybe IDI or PSD with ZF S5 is easier way to go? The diesel S5 has a different bellhousing and gear ratios than a S5-42 which is for the 460...

FWIW...

 

.................................................. .......
What's the TQ of a 4bt diesel engine ?
Any way when, I did my changer over to the Chevy short shaft the 5th Chevy gear is the same OD just shorter in length. "No lock nut to worry about" yoke nut the GM 4x2 Tq is 323lbs
The HD nv4500 is rated at 460lbs, the Lighter duty is rated at 410 lbs.
This info is in TQ Kings NV4500 Manual. Page 98
The rear yoke weight, I think is a must since GM felt it was needed why would they place it on there.
Maybe it's to keep the weight balanced having it changed to shorter shaft..

Oh but the Chevy GM shorty would have a little higher TQ by using the HD input shaft 1.1/4" v's the smaller 1.1/8" as they will inner change in a GM 1996 up 2007 that has the same bolt pattern as the dodge case.
Orich

 

Chris, I greatly value you getting me to consider other options! Thanks. However, this is one of those things that is kind of right n front of me option wise. I’m not wanting to go buy a bread panel truck and then have to pull it out and scrap everything else living in the city. The 4cylinder has the mating bellhousing and core components.

All along going for simplicity and was going to go for a Ford 300 but this 4bt/5 speed I have a pretty better feeling about. Seems like if I did intake/exhaust and going through a 300 I’d still be in the lower teens MPG, just 3-4 better than the 390 tuned with headers, etc. Done with gas I think. However on this diesel I know every little thing will be a project or a pain, depending, going through it all.

The other thing is that I just completely went through the 78 d44 and I don’t really want to have to go through/find a d60 to support the weight of a 6 cylinder diesel or an IDI or powerstroke. I don’t tow hardly so I don’t believe I need a 6.

I went through this truck so I’d have a long distance driver, and I believe I’m through with gas engines finicking around to get .5 mpg. I know it goes with the territory but diesel seems to be the thing. I hope I don’t offend anyone. Don’t want to drive to colorado and back spending half a grand in fuel and feeling bummed about that.

It’ll be interesting to see what I will be saying in retrospect when it’s done.. hind sight is 20/20 vision.

Thanks,
Sam

 

Orich, My menards mastercraft torque wrench goes up to 250 ftlbs, so maybe I’ll have to go to one of the tool loaner parts stores to get that 300 ftlbs on that yoke. Probably a crap shoot if they would have anything that would go higher.

Maybe I’ll take your advice and torque on the yoke in the truck instead of chasing it around on the bench.

At this point I’m fixing things that don’t need fixed. I’ve seen a few youtubers also running that short Chevy housing on a 6bt. Haven’t done any work yet but the internet says torque is average 265 lbs from a 4 cylinder, so my instinct says it will be ok to run the (LD) Chevy mainshaft. I also thought it’d be a step up in not having the 5th gear problem that the dodge has.

I ordered the 1350 yoke with balancer, so that should be step up from the stock np435 and np 205 yoke size.
Thanks,
Sam