NV4500 Info
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Lead Driver
Joined: Sep 2003
Posts: 5,844
Likes: 5
From: Albuquerque
NV4500 Info
I all...here is some info on the NV4500. Since there is a lot of interest in this trans...due to the 5th gear overdrive.
Gear Ratios:
Current production Dodge NV4500 and GM NV4500 share the same gear ratios. Early GM units (93-94) were built with a lower first gear ratio of 6.34 to 1.0. These low-geared GM boxes have since been discontinued and are generally much more difficult to obtain. We are able to provide new and remanufactured NV4500s with these early gearsets.
Beginning in 95’, all GM units were built with the same gear ratios as the Dodge unit.
GM 93-94
First Gear 6.34
Second Gear 3.44
Third Gear 1.71
Fourth Gear 1.00
Fifth Gear 0.73
Reverse 6.34
95/up GM; 93/up Dodge
First Gear -- 5.61
Second Gear -- 3.04
Third Gear -- 1.67
Fourth Gear -- 1.00
Fifth Gear -- 0.73
Reverse -- 5.61
Specifications
Dry weight: 195 lbs.
Oil capacity: 1 gallon
Rated GVW: 14,500 lbs.
Case material: cast iron
Synchronizers: Carbon fiber composite
Main/Counter shaft bearings: Timken tapered roller
Dimensions
NV4500 GM (6.34) -- GM (5.61) -- Dodge -- Dodge HD
Main case 12.375" 12.375" 12.375" 12.375"
4WD Adapter Housing 8.125 8.125 6.25 6.25
2WD Tailhousing 6" Tailhousing 6" Tailhousing 13" Tailhousing 13" Tailhousing
Yoke Fixed Yoke Fixed Yoke 30 spl Slip yoke 31 spl Slip yoke
Input shaft stickout 6.625 6.625 7.625 7.625
Input shaft spline 1.125" 10spl 1.125" 10spl 1.125" 10spl 1.250" 10spl
Pilot Dia .590" .590" .750" .750"
Bearing Retainer specification
Bellhousing T/O bearing
Index Dia. Snout Dia.
GM NV4500 1993-95 5.125" 1.373"
GM NV4500 1996 and up 5.60" none: Int Slave Cyl
Dodge NV4500 Standard Duty 5.60" 1.43"
Dodge NV4500 Heavy Duty 5.60" 1.75
Bellhousing Bolt Pattern:
GM 1993-1995 10.078 across the top, 10.394 across the bottom, 4.685 vertically
GM 1996 + up 10.078 across the top, 9.738 across the bottom, 6.043 vertically
Dodge (All) 10.078 across the top, 9.738 across the bottom, 6.043 vertically
Lubrication:
You MUST use the correct synthetic lubricant. The GM part no. for the correct oil is 12346190 (quart). The Dodge part number for the same oil is 4874459 Use of ANY other oil in the NV4500 will lead to failure and also voids any chance of a warranty claim.
Gear Ratios:
Current production Dodge NV4500 and GM NV4500 share the same gear ratios. Early GM units (93-94) were built with a lower first gear ratio of 6.34 to 1.0. These low-geared GM boxes have since been discontinued and are generally much more difficult to obtain. We are able to provide new and remanufactured NV4500s with these early gearsets.
Beginning in 95’, all GM units were built with the same gear ratios as the Dodge unit.
GM 93-94
First Gear 6.34
Second Gear 3.44
Third Gear 1.71
Fourth Gear 1.00
Fifth Gear 0.73
Reverse 6.34
95/up GM; 93/up Dodge
First Gear -- 5.61
Second Gear -- 3.04
Third Gear -- 1.67
Fourth Gear -- 1.00
Fifth Gear -- 0.73
Reverse -- 5.61
Specifications
Dry weight: 195 lbs.
Oil capacity: 1 gallon
Rated GVW: 14,500 lbs.
Case material: cast iron
Synchronizers: Carbon fiber composite
Main/Counter shaft bearings: Timken tapered roller
Dimensions
NV4500 GM (6.34) -- GM (5.61) -- Dodge -- Dodge HD
Main case 12.375" 12.375" 12.375" 12.375"
4WD Adapter Housing 8.125 8.125 6.25 6.25
2WD Tailhousing 6" Tailhousing 6" Tailhousing 13" Tailhousing 13" Tailhousing
Yoke Fixed Yoke Fixed Yoke 30 spl Slip yoke 31 spl Slip yoke
Input shaft stickout 6.625 6.625 7.625 7.625
Input shaft spline 1.125" 10spl 1.125" 10spl 1.125" 10spl 1.250" 10spl
Pilot Dia .590" .590" .750" .750"
Bearing Retainer specification
Bellhousing T/O bearing
Index Dia. Snout Dia.
GM NV4500 1993-95 5.125" 1.373"
GM NV4500 1996 and up 5.60" none: Int Slave Cyl
Dodge NV4500 Standard Duty 5.60" 1.43"
Dodge NV4500 Heavy Duty 5.60" 1.75
Bellhousing Bolt Pattern:
GM 1993-1995 10.078 across the top, 10.394 across the bottom, 4.685 vertically
GM 1996 + up 10.078 across the top, 9.738 across the bottom, 6.043 vertically
Dodge (All) 10.078 across the top, 9.738 across the bottom, 6.043 vertically
Lubrication:
You MUST use the correct synthetic lubricant. The GM part no. for the correct oil is 12346190 (quart). The Dodge part number for the same oil is 4874459 Use of ANY other oil in the NV4500 will lead to failure and also voids any chance of a warranty claim.
Posting Guru
Joined: Dec 2003
Posts: 2,155
Likes: 3
From: Centerville, Iowa
If I wanted a strong 5-speed OD I'd swap in a ZF. Much easier, and its native to our trucks.
If I was going to go through the trouble of putting in a New Venture transmission...I'd get the 5600. Might was well dig up a 6-speed to drop in, ya know? Not much more to it...
If I was going to go through the trouble of putting in a New Venture transmission...I'd get the 5600. Might was well dig up a 6-speed to drop in, ya know? Not much more to it...
Posting Guru
Joined: Dec 2003
Posts: 2,155
Likes: 3
From: Centerville, Iowa
That was nice of you to put all that info up - I think the NV4500 might be a tad tougher then the ZF I will say. I'm no transmission expert, but it would seem to have a bit more beef.
As mentioned...if going to the trouble of dropping in a foreign (ie non-ford) transmission...why not get the extra cog? Shouldn't be much more work, with just a modest price boost. Plus..the ladder is even more heavy duty.
That really was great to post all that information - I'm sure there will be several emails sent to you at some point for your post in the future. ^_^
As mentioned...if going to the trouble of dropping in a foreign (ie non-ford) transmission...why not get the extra cog? Shouldn't be much more work, with just a modest price boost. Plus..the ladder is even more heavy duty.
That really was great to post all that information - I'm sure there will be several emails sent to you at some point for your post in the future. ^_^
Elder User
Joined: Jan 2003
Posts: 851
Likes: 1
reason why most use the NV over the ZF 5spdOD tranny because the ZF is a hydro tranny and bellhousing made onto the tranny. Where the NV you can swap the housing like the old 4spds and can be setup with hydro clutchor man. Clutch.
To most adding the hydro clutch system to a older truck is more work then they plan to do.
To most adding the hydro clutch system to a older truck is more work then they plan to do.
Posting Guru
Joined: Dec 2003
Posts: 2,155
Likes: 3
From: Centerville, Iowa
Ah, for 86 and older pickups the NV is the better choice, then?
Everybody loves their hydralic clutch till it fails. =P
Everybody loves their hydralic clutch till it fails. =P
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Logistics Pro
Joined: Aug 2003
Posts: 4,701
Likes: 6
I would choose the ZF over it for a ford just because of the "keepin' it in the family" thing. To me, it would be easier (cheaper) to use it. That being said, I used to have a 93 chevy K2500 Light duty that had the old 4500. I loved it. There is nothing wrong with that tranny. It have over 100,000 miles on it when I sold it and no problems. Ever. I had 3.42 gears and a 350 and I loved the gearing. It would pull no problem, but also cruise at nice low rpms. I kindof wish I had kept the truck just for the tranny to take and put in my F250 
Unfortunately, the truck was worth more than just the tranny, so I sold it.
Unfortunately, the truck was worth more than just the tranny, so I sold it.
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Lead Driver
Joined: Sep 2003
Posts: 5,844
Likes: 5
From: Albuquerque
Glad to see this info has come in handy. I have seen so many inquires about the NV4500 (me included) that I was hoping this would make some sense to those interested.
I was looking at a NV4500 for myself...until I realized the cost associated converting and installing it into my '76 390FE. I figured I would save a ton of cash and go with a NP435 and super solid Centerforce dual friction clutch setup. I might have saved a few dollar's in mpg's with the 5th over-drive gear, but not enough to justify the NV4500.
I'm sticking with "keepin' it in the family"!
I was looking at a NV4500 for myself...until I realized the cost associated converting and installing it into my '76 390FE. I figured I would save a ton of cash and go with a NP435 and super solid Centerforce dual friction clutch setup. I might have saved a few dollar's in mpg's with the 5th over-drive gear, but not enough to justify the NV4500.
I'm sticking with "keepin' it in the family"!
Logistics Pro
Joined: Aug 2003
Posts: 4,701
Likes: 6
When I started my project, I figured that a ranger overdrive would be the way to go. It is about $1000 cheaper than any advertised 4500s. Also, you get 8 gears instead of 5. What has stopped me is that it is still something like $1700. I don't have that right now, and I can pick up a junkyard ZF for $800. I don't have that much cash either. So, here I am with my t18
Postmaster
Joined: Dec 2002
Posts: 3,959
Likes: 9
From: USA
Is this Ranger overdrive still being made or is this one of those rare finds? I have looked into GearVendors and USGear overdrives but they are quite a bit of money (about $3000-3500 all said and done with driveshaft length mods).
Thread Starter
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Lead Driver
Joined: Sep 2003
Posts: 5,844
Likes: 5
From: Albuquerque
Well...I think a T-18 is a great tranmission...of course it would be perfect if it had an over-drive. I found a place that offer's them so I thought I would share.
http://www.drivetrain.com/new_overdr...ordmanual.html
Nice, but pricey. I am going to convert from the T-18 and go with a NP435. If I can swing the extra cash...I might also go with an over-drive add on.
http://www.drivetrain.com/new_overdr...ordmanual.html
Nice, but pricey. I am going to convert from the T-18 and go with a NP435. If I can swing the extra cash...I might also go with an over-drive add on.
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