Has anyone here swapped this tranny into a 4x4? I found someone that swapped a NV 4500 in and took the T 18 out of a 2x4 and another guy that put the NV 4500 in a 2x4 with a 390. I have a 77 F150 400 with the NP 435 but I really want a 5 speed. This NV 4500 looks like its the way to go because i dont want an ad on overdrive.

 

I have an NV4500 5spd/NP241DLD xfer case combo in my 1978 Crew 4x4. I'm running a cummins 6bt from a 1997 in front of this, so the bell housing and positioning info that follows may or may not apply. One thing to note if your donor comes from a dodge (vs chevy or other application), 5th gear nut tends to fall off them due to cummins torque. Might be why a used one is for sale.

I had to put the 1978 Crew up on a 2" body lift for the bell housing to clear the tunnel on the firewall, and also removed the "lip" you see going along the backfirewall above the tunnel. It has a highboy look to it, and is not so high up that it is obnoxious. I used the factory ford crossmember, but had to move it back quite a ways (about 8"). Just redrilled the frame and bolted it up. To hold the NP241dld xfer case, I put the dodge rubber mount in the crossmember slots - made new ones, extra long so I had room to move it forward and back. I used 5/16" plate to bolt to the transfer case (really the extension housing between the tranny and xfer case I think), then bolted the dodge mount on the crossmember through it. I'll attach a photo, might help explain.

I got a driveline shop to extend the front driveshaft, and spicer has a u joint that is np241dld chrysler coming from the xfer case, to the D60 Ford up front. Literally a two-sized u-joint from spicer. Sweet. You will have to shorten the rear shaft - I had a new one made, 4" monster for the cummins torque, and bypassed the carrier bearing. It is longer than spec, but since I am not towing with this rig, and the max rpm on the cummins is 3K or so (modified of course!), it's not an issue.

I had to modify the tunnel of course, using sheet metal to plug up the old 4spd/NP435 holes, and cut new ones for the 5spd and np241.

I changed to a hyrdraulic clutch - sounds bad - but after doing it once it could be done in an hour. The Master cyclinder plunger can be activated by the Ford clutch arm with just a piece welded onto that arm in the right place.

To get an adapter for your gas motor to the NV4500, try:
http://www.quad4x4.com/
http://eshop.advanceadapters.com/com...=1080069071680
http://www.high-impact.net/
Call and talk to them - they often will build out something custom for you.

If you have more specific questions, reply or pm me, glad to measure stuff for you or clarify.
jon.

 

Here is a picture of the underside and crossmember. I can get you a better photo of this if it helps.
https://www.ford-trucks.com/user_gal...id=132833&.jpg

Here is one of the tunnel mods:
https://www.ford-trucks.com/user_gal...id=130353&.jpg

Good luck,
jon

 

If you are just looking to put in a 5spd, you could use the ZF from a late 80s to late 90s ford with the 460. I might be wrong, but I think the 460 and the 400 share the same bellhousing bolt pattern. The ZF probably isn't as good as the NV4500 though.

 

The bellhousing pattern is the same for the 400 and 460 but the 460 bellhousing is a 1/2 inch or so longer. If you put a NV4500 on a 400 bellousing with an Advance Adapter kit you will need to trim the input shaft and bearing retainer a little for a proper fit. the NV4500 is stronger than the ZF and the fifth gear nut problem has been solved if you get the proper rebuilder and the correct NV4500 that is rated for the Cummins. Keep in mind there are a couple variations of the trans. I put an NV4500 in my 75 Supercab 2wd and really like it. See my gallery for a few shots of the install.