NV4500 TRANSMISSION SERVICE

Transcription

1 4X4 TECHNICAL MANUAL TM1003 NV4500 TRANSMISSION SERVICE DAN GUARINO 4X4 TECH INC. 4x4 Tech Inc. Roberts, Montana U.S.A. COPYRIGHT X4 TECH INC. UNAUTHORIZED REPRODUCTION OR DUPLICATION PROHIBITED

2 Copyright by 4x4 Tech Incorporated. Roberts, Montana All Rights Reserved. No part of this publication may be reproduced in any way without the express written permission of 4x4 Tech Inc.. Published by Clear Creek Publishing Printed version is printed and Bound in the United States of America Electronic Compact Disc version is recorded in the United States of America

3 Table of Contents Disassembly 1 Inspection 23 Expanded Views 26 Gear and Shaft Guide 32 Small Parts Illustrated Guide 35 Assembly 40 Shift Cover Service 72 Torque King Installation 85 Shop Notes 93 Specifications 98 Frequently Asked Questions 99 Fifth Gear Failures and Solutions 102 Catastrophic Manual Transmission Failures 110 Install Tips for Dodge Special Tool List 115

4 This manual is intended as an aide to performing a specific service procedure. It is not a replacement for vehicle manufacturer service manuals. Working on vehicles and vehicle components is dangerous. It has certain inherent risks, including serious bodily injury and death. This manual is not a substitute for common sense, experience, and careful preparation. You are responsible for taking appropriate safety precautions before and during working on your vehicle or vehicle components. If you do not already know how to safely work on your vehicle, please have the work done by a professional automotive technician.

5 DISASSEMBLY Before starting disassembly, drain the oil by removing the lowest bolt from either PTO cover (Early models have a drain plug on the right side). Clean off accumulated dirt, grease and grime from exterior of transmission. Support the transmission in a holding fixture or place on a sturdy work bench. Have a table or cart next to your work area that you can lay out the parts you remove from the transmission. Check to make sure you have the proper tools on hand. ABOUT THE TRANSMISSION YOU ARE ABOUT TO SERVICE The original conception of the NV4500 called for 3 ratio options plus a 6 speed, double overdrive version. Only the medium and wide ratio 5 speed ever saw production. Dodge used the medium ratio NV4500 from 1992 to 2004 and in a few 2005 trucks. GM used the wide ratio from , then switched to the medium ratio for A number of design changes were made over the years to improve function and minimize noise, vibration, and harshness. The last production vehicles to use the NV4500 were the 2007 Chevy Silverado Classic and 2007 GMC Sierra Classic trucks with the MW3 transmission option. 1

6 Use a ½ socket to remove the 10 top cover bolts. Be sure to keep track of the position and orientation of each of the top cover clips. ½ Socket Ratchet or impact wrench Remove cover assembly. Position the transmission on the bench so a drain pan can be placed under the rear housing. Insert a suitable tool into the square pry notches in the top cover, and pry up cover assembly. Prybar or other suitable tool Remove the rear cover bolts. QT point impact socket Universal Joint and 6 Extension GM 4x2: Refer to Shop Note on page 95. If the bolt heads are rounded off, refer to Shop Note on page 95. 2

7 Use a soft-faced hammer to loosen the sealant between the housing and transmission case. QT9018 5lb. Dead Blow Hammer Secure the transmission to a sturdy bench with a ratchet strap. Nylon ratchet strap Pull the housing off the alignment pins. (Arrow points to residual oil draining from case. BE SURE to have drain pan positioned to catch oil) Remove any lock or set screws from the main shaft nut. Dodge HD models with the crossbolt (shown) require either a T27 Torx bit or 5/32 hex bit. Aftermarket nuts use several different size set screws depending upon manufacturer. 3

8 Place the correct mainshaft nut wrench or socket on the main shaft nut and remove the nut. T2001: Dodge HD ½ drive T2002: Dodge LD, GM w/damper QT2028 GM 4x4 with damper T2036 Dodge HD ¾ drive See Tool List on page 115 for more details Place the transmission upright. If the nut won t break free, you can hit the wrench with a hammer. GM 4x4: Refer to Shop Note on page 95 Drive out the 3/16 roll pin from the cast iron 5th gear lug. QT9300 3/16 x8 Punch 16 oz. Hammer 4

9 Remove the lock ring from the back of the countershaft. QT2030 Lock Ring Pliers Remove the 5th gear shift fork. Carefully work the countershaft 5th gear assembly off the countershaft. Simultaneously work the inner cast iron 5th gear shift lug off the shift rail. Remove 5th gear clutch. 5

10 Remove the 5th gear synchronizer ring. Remove thrust washer locating pin from countershaft. Needle nose pliers Remove the 5th gear bearing. We recommend marking the matching synchronizer and gear parts with an engraving tool before further disassembly. Carbide tipped electric engraver 6

11 Pull the 5th gear synchronizer sleeve off the countershaft 5th gear. Remove the 3 synchronizer struts and springs. Assemble a suitable puller to the 5th gear. Pull the 5th gear off the main shaft. Secure the transmission to your workbench with a ratchet strap. Drive a thin chisel or other suitable tool between the input bearing retainer and transmission case. QT2014 Puller QT2022 Collet Set (LD and GM) QT2023 Collet Set (Dodge HD) Thin chisel 16 oz. hammer 7

12 Strike the retainer with a dead-blow hammer to break the sealant apart. QT9018 5lb. Dead Blow Hammer Pull the input shaft out of the transmission case. Remove the bearing retainer. Remove the pocket bearing. 8

13 Use a ½ socket and ratchet or impact wrench to back out the four screws holding the main shaft rear bearing retainer to the transmission case. Place the transmission on its side. Remove the 4th gear synchronizer clutch and synchronizer ring (arrow). Remove the bearing retainer and shims. Remove the rear output bearing cup. (It is a slip fit in the case.) Roll the main shaft assembly out of the transmission case. If the main shaft absolutely will not roll out of the case, refer to Shop Note on page 94. 9

14 Use a ½ socket and ratchet or impact wrench to back out the four screws holding the countershaft rear bearing retainer to the transmission case. ½ Socket Ratchet or impact wrench Remove the bearing cup. Remove the bearing retainer and shims. Pull the shaft back in the case to expose the rear bearing. 10

15 Pull off the rear countershaft bearing with a suitable puller. QT2014 Puller QT2019 Collet Set Remove the reverse idler gear, thrust washers and bearing(s). On models with the 2-3/4 wide gear ( and reverse ratios) there are two bearings separated by a steel spacer. Do not discard the spacer. Pull the reverse idler shaft out of the back of the case. Pull the countershaft out of the transmission case. 11

16 Drive the countershaft front bearing cap out of the case. QT Bearing Cup Punch 16oz. Hammer Use a suitable puller to pull the front countershaft bearing off the countershaft. Drive out the countershaft front bearing cup. An inverted bearing cup installer as shown or any punch will work. Secure the main shaft in a holding fixture. QT2014 Puller QT2020 Collet Set 12

17 Use a long reach puller to pull off the main shaft rear bearing. QT2014 Puller QT2017 Collet Set Remove the reverse gear assembly. Tech Note: You should be able to easily lift the reverse gear up and off the shaft. A stuck gear usually means the bearing has failed and welded itself to the gear. If so, you will need to press the gear off and replace both the mainshaft and reverse gear. Remove the main shaft rear spacer. Remove the reverse gear bearing. 13

18 Remove the reverse gear bearing spacer. A screwdriver may be helpful separating the spacer from the snap ring. Tech note: Early production transmissions used a steel spacer, all others have an orange Teflon spacer. Remove the reverse gear clutch. Use the optional QT2007 lock ring pliers or other suitable tool to remove the heavy-duty reverse gear clutch snap ring. QT2007 Modified Lock Ring Pliers Remove the main shaft first gear by lifting it up and off the shaft. 14

19 Remove the first gear bearing. Remove the reverse gear synchronizer sleeve by lifting it off the reverse gear. Match mark the reverse gear synchronizer sleeve and reverse gear. Remove the 3 synchronizer springs and 3 synchronizer struts. 15

20 Remove the snap ring retaining the first gear synchronizer rings. QT2030 Lock Ring Pliers Remove the steel synchronizer ring. Remove the steel synchronizer cone and the friction ring. Use lock ring pliers to remove the lock ring retaining the first gear synchronizer assembly to the main shaft. QT2030 Lock Ring Pliers 16

21 Remove the synchronizer assembly. Pull the synchronizer sleeve off the hub. Be careful, the springs and struts will pop free when the sleeve is pilled off. Match mark the 1-2 synchronizer sleeve and hub. Electric Engraver If you can t pull the sleeve off, disengage the struts from the ring detents by pushing them down with your finger or a small screwdriver. Early models with interlocks, see Shop Note on page

22 Place the input shaft input-side-up in a holding fixture. Fabricated holding fixture. Pull the sleeve off the hub. Match mark the 3-4 synchronizer ring and synchronizer hub. Electric Engraver Remove the 3 synchronizer springs and 3 synchronizer struts. 18

23 Place a bearing splitter under the 3rd gear. Press off the 3rd gear and 3-4 synchronizer as an assembly. Note the groove in the 3-4 synchronizer hub face. This groove is always towards the input gear. The groove is visible on the inset photo (right) Separate the 3-4 synchronizer hub, synchronizer ring, and 3rd gear. An optional method is to remove the synchronizer hub and third gear together with a 3 jaw puller. Jaws under gear synchro teeth Remove the 3rd gear bearing. 19

24 Remove the lock ring retaining the 3rd gear thrust washer. QT2030 Lock Ring Pliers Remove thrust washer retaining pin. Remove the thrust washer. Remove second gear. 20

25 Remove the second gear bearing. Pry the input seal out of the bearing retainer by driving the tip of a screwdriver or fine chisel between the seal and retainer and then twisting the blade to pop the seal from the seal bore. Remove the remaining lock rings and synchronizer cone. QT2030 Lock Ring Pliers Pull the input bearing cup from the bearing retainer. QT2014 Puller QT2021 Cup Puller Jaws 21

26 Pry the reverse shift fork pads off the shift fork if they are to be replaced. Small screwdriver Thoroughly clean and degrease all internal and external components. Clean old gasket material and corrosion from mating surfaces. Check for metal filings embedded in the synchronizer splines. Loosen filings with a pick or screwdriver then finish with a brush and parts solvent. 22

27 INSPECTION Inspect the mainshaft splines. The 5th gear splines are subject to wear. If the gear had to be pressed off they are probably OK if they look like the cross-section shown above. a b Check the mainshaft 5th gear support area (a) for indents from the gear splines. Inspect the area (b) where the rear bearing presses on for wear from spun bearing. Check all needle bearing surfaces (c) for galling or wear. c If the splines are worn, the mainshaft and 5th gear MUST BE REPLACED. This photo shows a cross-section of severely worn splines. Inspect the main drive (input) gear for heat damage or wear in the bearing pocket bore and the rear face. If the tip of the input shaft is worn from the pilot bearing as shown above, gear replacement is required. Also check the gear teeth for chips and cracks. 23

28 d e Check the countershaft rear splines (d) for wear especially on trucks with enhanced horsepower. Look for indent marks or wear in the bearing surface (e) (Usually occurs when transmission is run with loose fifth gear). Inspect the gear teeth (f) for burn marks, wear, chips, and cracks. Check the shift forks for wear. Make sure the rails will shift easily and the detents are firm. f Inspect the thrust plates for wear on the machined side. Check the bearing retainer snout for wear or deep gouges. h g i Inspect the gear thrust faces (g) for wear. The surfaces should be smooth and flat. Inspect the gear teeth (h) for excessive wear and/or heat damage (turned blue). Check the bearing bores (i) for wear.. Inspect the synchronizer teeth (not shown) on the 1st, 2nd, and 3rd gears for wear. 24

29 m l Inspect the thrust washers for wear. This photo shows a severely worn reverse gear thrust washer on left compared to new washer on right. Damage was caused when rear mainshaft bearing was not held in place by fifth gear. n Inspect the 1-2 and 3-4 synchronizer hubs. If the synchronizer rings have grooved the hub (n) the hub must be replaced. Check the 3-4 hub thrust surfaces (o) for wear. If the 3-4 hub was not a press fit on an original equipment or Torque King mainshaft, the hub should be replaced. o k j Inspect the 4th, 5th, and reverse gear clutches for wear at the (j) splines, (k) cone, (l) face, and (m) synchronizer teeth. Measure 5th clutch play as shown. New clutch tooth movement is about.015. Play in excess of.025 will require clutch and/or countershaft replacement Check the tips of the synchronizer ring teeth for chips and wear. 25

30 Expanded View, Main, and Input Shafts 1 2 DODGE GM 4x , , , 9 26 A 2 1 D E F B C GM 4x2 copyright x4 Tech Inc. All Rights Reserved copyright x4 Tech Inc., Roberts, Montana, All Rights Reserved copyright x4 Tech Inc., Roberts, Montana, All Rights Reserved copyright x4 Tech Inc. Roberts, Montana, All Rights Reserved

31 27 Variable Parts A. Speedometer Tone Ring (GM 4x2 models only) B. Vibration Damper (Most GM 4x4 diesel models and some gas units) C. Spacer (Most GM 4x4 gas units and some diesel models) D. Splined Rubber Seal Washer (Dodge 4x2 models only) E. Ring, Speedometer Gear Retaining (Only Dodge x2 HD ) F. Gear, Speedometer Drive (Only Dodge x2 HD models) Parts List 1. Nut, Mainshaft 2. Washer, Mainshaft Lock 3. Gear, Mainhaft Overdrive (5th) 4. Bearing Cup, Mainshaft Rear 5. Bearing, Mainshaft Rear 6. Washer, Reverse Gear Thrust 7. Gear, Mainshaft, Reverse 8. Strut, Synchronizer (3-4, 5, Reverse) ( GM models did not have synchronized reverse)) 9. Spring, Synchronizer (3-4, 5, Reverse) (Use 3 of each strut & spring per Synchronizer) 10. Sleeve, Synchronizer Reverse 11. Ring, Reverse Synchronizer (All Dodge, 1999-up GM) 12. Bearing, Reverse Gear 13. Spacer, Teflon (Early models used steel) 14. Lock Ring, Reverse Clutch 15. Reverse Clutch 16. Bearing, 1st and Second Gears (2 Required) 17. Gear, Mainshaft First 18. Shaft, Main 19. Pin, Thrust Washer Retaining Mainshaft and Input Shaft Parts List 20. Lock Ring, 1-2 Synchronizer (4 Required) 21. Ring, Steel 1-2 Synchronizer Outer (2 Required) 22. Ring, Friction 1-2 Synchronizer Middle (2 Required) 23. Ring, Steel, 1-2 Synchronizer Inner (2 Required) 24. Hub, 1-2 Synchronizer 25. Spring, 1-2 Synchronizer (Requires 4) 26. Strut, 1-2 Synchronizer (4 Required) 27. Sleeve, 1-2 Synchronizer 28. Gear, Mainshaft Second 29. Washer, Thrust Third Gear 30. Lock Ring, 3rd Gear Thrust Washer 31. Spacer, Teflon (Early models used steel) 32. Gear, Mainshaft Third 33. Bearing, 3rd Gear 34. Ring, Friction 3-4 Synchronizer (Requires 2) 35. Hub, 3-4 Synchronizer 36. Sleeve, 3-4 Synchronizer 37. Clutch, 4th Gear 38. Bearing, Mainshaft Thrust 39. Bearing, Main Drive Gear Pilot 40. Gear, Main Drive (Input shaft) 41. Bearing, Main Drive or Input Shaft 42. Bearing Cup, Main Drive or Input

32 Countershaft Expanded View Copyright x4 Tech Inc , Countershaft Parts List 1. Lock Ring, Fifth Gear Clutch 2. Clutch, Fifth Gear 3. Ring, Friction Fifth Gear (Same as reverse gear) 4. Sleeve, Synchronizer 5th Gear 5. Gear, Countershaft Overdrive (5th) 6. Strut, Synchronizer (requires 3) (Same as item 8 on mainshaft parts list) 7. Spring, Synchronizer (requires 3) (Same as item 9 on mainshaft parts list 8. Bearing, 5th Gear 9. Washer, 5th Gear Thrust 10. Bearing Cup, Countershaft Rear 11. Bearing, Countershaft Rear 12. Countershaft, Early Style with Replaceable Gears 13. Pin, Thrust Washer Retaining (Same as item 19 on mainshaft parts list) 14. Key, Countershaft (Requires 2) 15. Gear, Countershaft 3rd 16. Gear, Countershaft 4th 17. Bearing, Countershaft Front 18. Bearing Cup, Countershaft Front 19. Countershaft Cluster Gear Reverse (one piece replaces items 12,14,15, and 16) 20 28

33 Shift Tower Tower Screw (4) Tower Bushing (4) Shift Cover Expanded View Shift Rail Bore Plug Spacer Late Model Cover Vent Assembly Copyright x4 Tech Inc. Poppet Spring Poppet Reverse Light Switch (all except Dodge) 1-2 Shift Rail 1-2 Lug (Early Style Shown) copyright x4 Tech Inc, Roberts, Montana, Roll Pin Fork Center Pad Interlock Pin Interlock Plunger Roll Pin 5th-Reverse Shift Rail 3-4 Lug Fork Tip Pad Reverse Fork (Early Style Shown) Rubber Boot Early Cover Spring Cap 3-4 Shift Rail Spring Shift Stub 3-4 Shift Fork copyright x4 Tech Inc. Roberts, Montana, Switch, Dodge to 1993 Gasket 29

34 Tailshaft/Rear Retainer Housings * Copyright x4 Tech Inc. www4x4techinfo.com Tailshaft Bushing Dodge 4x2 Slip Yoke Output Seal Dodge 4x4 * Dodge Diesel and V10 NV4500HD 4x2 transmissions have an electro-mechanical speedometer output from the transmission. The gear driven shaft, electronic sender, clamp, bolt, and o-ring were not supplied by New Venture. Output Seal Flanged 12 point bolt. 8 used on all applications GM 4x4 Bolt Copyright x4 Tech Inc. Electric Speedometer Pickup GM 4x2 Tailshaft Bearing Output Yoke Output Seal Spline Seal Flat Washer Nut Snap Ring 30 Copyright x4 Tech Inc. Roberts, Montana

35 Case Expanded View 1A 2 3A 5A A A A Copyright x4 Tech Inc. 1 Reverse Idler Shaft (4-3/8 ) 1A Reverse Idler Shaft (3-1/8 ) 2 Thrust Washer, Reverse Idler 3 Bearing, Reverse Idler A Bearing, Reverse Idler (Double Row) 4 Spacer, Reverse Idler Bearing 5 Gear, Reverse Idler (2-3/4 ) 5A Gear, Reverse Idler (1-1/2 ) 6 Fork, Overdrive (5th) 7 Pin, Rolled Steel w/mushroom Head 8 Shift Rail, Overdrive (5th) 9 Pin, Rolled Steel 10 Shift Lug, Overdrive (5th) 11 Magnet, (At bottom of case) 11A Magnet, (On left PTO cover) 12 Pin, Cover to Case Alignment (2 used) 13 Bolt, Cover to Case (9 or 10 used) 13A Stud, Cover to Case GM (1 used, not shown) 14 Bearing Retainer with External Slave 14A Bearing Retainer GM w/internal Slave 15 Bolt, Retainer to Case (External Slave) 15A Bolt, Retainer to Case (Internal Slave) 16 Cap, Countershaft Case Bore 17 Transmission Case 18 Bolt, PTO Cover (6 per side) 19 Cover, PTO (1 on each side) 20 Plug, Fill 21 Bolt, Thrust Plate to Case (8 used) 22 Shim(s), Mainshaft Selective Fit 23 Plate, Mainshaft Thrust 24 Plate, Countershaft Thrust 25 Shim(s), Countershaft Selective Fit 26 Pin, Rear Housing to Case (2 Used) Copyright x4 Tech Inc. Roberts, Montana 31

36 Gear and Shaft Guide Mainshaft 1st Gear QU Tooth All Models Mainshaft 5th Gear QU Tooth Dodge Diesel, V Dodge V8 4x4LD QU Tooth GM, Dodge V8 QU Tooth GM Mainshaft 2nd Gear QU Tooth all models Mainshaft Reverse Gear Synchronized QU Tooth Dodge QU Tooth Dodge, GM Mainshaft 3rd Gear QU Tooth Dodge, GM QU Tooth GM Mainshaft Reverse Gear Non-Synchronized QU Tooth GM QU Tooth GM 32

37 Countershaft, Early Design, Multi Piece QU GM Dodge. Used with Reverse Ratios GM Dodge Countershaft Assembly 2nd Design, 1 Piece QU Reverse Dodge GM QU Reverse All Countershaft 3rd Gear QU Tooth Dodge GM Reverse Ratio QU Tooth GM Reverse Ratio Countershaft 5th Gear QU Tooth Dodge GM Used with First Gear QU Tooth GM Used with First Gear Countershaft 4th Gear QU Teeth Dodge GM Reverse Ratio QU Teeth GM Reverse Ratio Reverse Idler Gear QU /4 Wide All and Reverse QU /2 Wide All Reverse 33

38 Reverse Idler Shaft QU /8 Long All and Reverse QU / All Reverse Ratio 4x4 Mainshaft 23 Spline 17-1/2 long Dodge Light Duty Gas V8 29 Spline 17-1/2 long Dodge Heavy Duty Dodge Light Duty Spline 19-3/4 long Chevrolet and GMC All GM Main Drive Gear (Input or 4th Gear) QU Tooth QU Tooth /8-10 Spline GM NV4500HD 1-1/4-10 Spline Dodge 4x2 Mainshaft 30 Spline 24-1/2 long Dodge Light Duty Gas V8 30 Spline 24-1/2 long Dodge Light Duty 1998-up Gas V8 31 Spline 24-1/2 long Dodge Heavy Duty Diesel, V10 31 Spline 24-1/2 long Dodge Heavy Duty Diesel, V10 Dodge Main Drive Gear (Input or 4th Gear) QU Tooth Diesel, V10 1-1/4-10 Spline QU Tooth Gas V /8-10 Spline QU Tooth Gas V Spline GM 4x2 Mainshaft 35 spline 20-1/4 long Fixed Output Yoke C-Series LD GM P-Series 24-1/2 long GM GMT455 Specifications not Available 34

39 NV4500 SMALL PARTS GUIDE Dimensions are approximate x4 Tech Inc. QU10300 Lock Ring Reverse Clutch Quantity 1 All Models x x.110 QU10301 Lock Ring 3rd Gear Thrust Washer Quantity 1 All Models x x.060 QU10302 Thrust Washer 3rd Gear Quantity 1 All Models x x.189 QU10303 Thrust Washer Reverse Gear Quantity 1 All Models x x.2695 QU10304 Thrust Washer Countershaft 5th Gear (Overdrive) Quantity 1 All Models x x.356 w/taper QU10305 Lock Ring 1-2 Synchronizer Quantity 4 All Models x x.0645 QU10306 Snap Ring Countershaft OD Clutch 1st Design Quantity Early 1995 All Models 1.33 x x.050 QU10307 Strut 1-2 Synchronizer Quantity 4 All Models.387 x.591 x.217 QU10308 Strut 3-4, Reverse, and 5th Synchronizers Quantity GM Quantity 9 All Dodge, 1999-up GM 35

40 NV4500 SMALL PARTS GUIDE Dimensions are approximate x4 Tech Inc. QU10309 Strut Spring 3-4, Reverse, and 5 Synchronizers Quantity GM Quantity 9 All Dodge, 1999-up GM QU10310 Key Countershaft 3rd & 4th Quantity All, 1995/96 Partial 3.13 x x.399 QU10311 Spring Steel Roll Pin Overdrive Shift Lug Quantity 1 All Models.194 x x4 Tech Inc. QU10312 Snap Ring Countershaft OD Clutch 2nd Design Quantity /96 Partial, 1997-up All 1.35 x x.100 QU10313 Teflon Spacer 3rd Gear Bearing Quantity 1 All Models x 2.11 x.027 QU10314 Teflon Spacer Reverse Gear Bearing Quantity 1 All Models 2.17 x 2.39 x.203 QU10315 Thrust Washer Reverse Idler Gear Quantity 2 All Models.989 x x.070 QU10316 Solid Steel Pin 5th and 3rd Thrust Washer Retaining Quantity 2 All Models.125 x.250 QU10317 Mushroom Head Roll Pin Overdrive Shift Fork Quantity 2 All Models.197 x

41 NV4500 SMALL PARTS GUIDE Dimensions are approximate x4 Tech Inc. Some early GM models do not use shift fork pads Some early GM models do not use shift fork pads QU10318 Strut Spring 1-2 Synchronizer Quantity 4 All Models.177 x.430 QU10112 Shift Fork Pad Reverse Fork Tip, 1st Design Quantity Dodge, GM Straight with both ends open QU10113 Shift Fork Pad Reverse Fork Center 1st Design Quantity Dodge, GM 2.21 Long x4 Tech Inc QU10116 Shift Fork Pad Reverse Fork Center 2nd Design Quantity up Dodge, 1999-up GM 2.05 Long QU10117 Shift Fork Pad Reverse Fork Tip, 2nd Design Quantity up Dodge, 1999-up GM Curved with one closed end QU10330 Snap Ring Speedometer Gear Retaining Qty Dodge HD 4x2 Models x x.060 QU10331 Block Downshift Inhibitor Quantity All, 1995 Partial QU10332 Round Spring Downshift Inhibitor (1st Gear Side) Quantity All, 1995 Partial Round Wire.062 QU10333 Flat Spring Downshift Inhibitor (2nd Gear Side) Quantity All, 1995 Partial Flat Wire.077 x

42 NV4500 SMALL PARTS GUIDE Dimensions are approximate x4 tech Inc. QU10319 Snap Ring 4x2 Rear Bearing Retaining Quantity 1 All GM 4x x x.078 Splined Seal Washer Used on Dodge 4x2 models. QU10026 NV4500HD Diesel, V10 QU10139 NV4500LDGas, V8 Bushing, Rear Output Used on Dodge 4x2 models. QU10025 NV4500HD Diesel, V10 (ID 2.202) QU10168 NV4500LD Gas, V8 (ID 1.682) x4 Tech Inc. Bolt, Front Bearing Retainer QK1117 Set of 4 Flange head with lock patch on threads. Tailshaft Housing Bolt Kit QK1097 Includes 8 new 12 point metric bolts with pre-applied threadlocking patches. Rear Bearing Retainer Bolt Set QK1118 Includes 8 hex head bolts with locking patch on threads and attached washers. Bearing Spacer, Reverse Idler QU10121 Used on models with 6.34 and 5.61 reverse gear ratios. Dowel Rings QU Tailshaft Housing to Rear Case. Magnet QU up Mounts on left PTO cover. 38

43 NV4500 SHIFT COVER SMALL PARTS GUIDE Dimensions are approximate x4 Tech Inc. Shift Rail Plug Kit QK1107 Fits all GM and Dodge 1996-up Cup type with sealing ring. Shift Rail Plug Kit QK GM and Dodge Concave Vent and Hose Assembly QU10104 Top Cover Parts x4 Tech Inc. Spring, Shift Finger Plunger QU10107 Fits 1-2 Lug and Reverse Fork on models with integral tower. Spring, Poppet QU10108 Natural.060 Wire QU10109 Orange.050 Wire QU10110 Green.055 Wire Reverse Light Switch QU10132 All GM, 1994-up Dodge See pages for Shift Cover Service Use the QK1144 and QK1145 Shift Cover Service Kits (page 74) when servicing the 1-2 and/or 3-4 Shift Forks Shift Rail Roll Pin Kit QK1108 Includes the seven roll pins used to retain the shift forks and lugs to the shift rails. 39

44 ASSEMBLY Place the first second synchronizer hub on the T2008 block. Early models with interlocks, see Shop Note on page 94. Apply a generous amount of petroleum jelly to each of the four synchronizer spring holes. Align the match marks and slide the synchronizer sleeve onto the hub. Place the small synchronizer springs. (next page) 40

45 ...and struts on the hub as shown. The petroleum jelly will help hold them in place during assembly. Carefully check to make sure the struts are properly aligned, and the springs are centered in their holes. Depress the four struts and carefully slide the sleeve over them. This tricky operation can be performed by one person, but is easier done by two people. Be sure not to pop the springs out of their holes. The third-fourth, reverse and fifth gear synchronizer units have similar assembly procedures. Insert a large synchronizer spring into each spring recess. 41

46 Depress the spring with a small screwdriver. The spring should be centered in the holes and the strut should not pop out. Slide the strut into place. The strut should easily depress. 42

47 Align the match marks and carefully slide the synchronizer sleeve onto the synchronizer hub. (You may need to slightly depress the struts.) Turn the mainshaft over so the rear output end is pointing towards the ceiling. Slide the first and second assembly synchronizer onto the mainshaft spline. Be sure that the tapered side of the sleeve is towards the front of the shaft. Install one of the four large snap rings in the second groove from the front of the mainshaft first and second synchronizer support spline. QT2030 Lock Ring Pliers Install a snap ring into the groove next to the synchronizer hub. (Make sure the stepped side of the synchronizer sleeve faces up.) QT2030 Lock Ring Pliers 43

48 Place the large inner steel synchronizer ring next to the synchronizer hub. Make sure that the lugs line up with the slots. Install the outer synchronizer cone. Lubricate the center synchronizer ring with Castrol Syntorq LT. Install the ring. Install the large snap ring in the outer mainshaft groove. QT2030 Lock Ring Pliers 44

49 Lubricate the first gear bearing and Castrol Syntorq LT and install it on the shaft. Line up the tabs on the center synchronizer ring with the slots in first gear. Install the first gear. Slide the reverse gear synchronizer clutch onto the mainshaft spline and against first gear. Make sure the gear rotates freely. 45

50 Use a heavy-duty lock ring pliers to expand the lock ring over the mainshaft. Tap the lock ring until firmly seated in the groove. QT2007 Modified Lock Ring Pliers Lubricate the reverse gear bearing with Castrol Syntorq LT and install it against the Teflon spacer. Lubricate the Teflon reverse gear bearing spacer with Castrol Syntorq LT oil. Slide it over the shaft and into place against the lock ring. Lubricate the reverse gear synchronizer ring in Castrol Syntorq LT. Install it on the synchronizer clutch hub. (Early GM models did not have a synchronized reverse.) 46

51 Install the reverse gear assembly onto the mainshaft. Be sure that the slots and the gear line up with the lugs on the synchronizer ring. Press the rear mainshaft bearing onto the shaft. (Timken M804049) Use the correct mainshaft rear bearing/gear installer and a hydraulic press to seat the mainshaft rear bearing firmly against the mainshaft thrust washer. Check to make sure the gear is just below the mainshaft shoulder. Install the reverse gear thrust washer against the shaft shoulder. OPTIONAL METHOD Install and tighten a hose clamp against the thrust washer. This optional method will ease mainshaft installation with models with extra snug cases, however, you must have special bearing install tools to press on the bearing once the mainshaft is installed in the case. (Refer to page 61) 47

52 Install the mainshaft input-side-up in a holding fixture. Lubricate the center synchronizer ring with Castrol Syntorq LT. Install the ring. Install the steel second gear synchronizer inner ring. Make sure that the lugs fit into the slots in the synchronizer hub. Install the outer synchronizer cone. 48

53 Install the lock ring into the groove. QT2030 Lock Ring Pliers Install the second gear onto the shaft making sure that the tabs on the synchronizer ring line up with the slots in the gear. Lubricate the second gear bearing in Castrol Syntorq LT and install the bearing on the shaft. Grasp one of the small 1/8th inch diameter pins with a needle-nosed pliers. Insert the pin into the hole in the mainshaft just above second gear. Make sure the gear rotates freely. 49

54 Install the thrust washer over the pin. Lubricate the third gear Teflon bearing spacer in Castrol Syntorq LT and slide it over the shaft and against the snap ring. Expand the third gear snap ring over the shaft and install into the groove next to the thrust washer. Install the ring with the open end 180 from the pin. QT2030 Lock Ring Pliers Lubricate the third gear bearing in Castrol Syntorq LT and place it on the shaft. 50

55 Slide the third gear over the bearing. Index the mainshaft and synchronizer hub splines of the third-fourth synchronizer. the groove on the 3-4 hub (arrow) must face up. Lubricate the synchronizer ring with Castrol Syntorq LT and place it on the third gear. Line up the ring lugs with the slots in the synchronizer body. Press the synchronizer hub onto the mainshaft using the T2004 installer and a hydraulic press. Be careful not to pinch your fingers between the synchronizer ring and gear as you press the synchronizer assembly onto the shaft. 51

56 The third gear should rotate freely after the synchronizer assembly is pressed on. Place the input seal into the bearing retainer and install it with the T2005 or other suitable tool. Tech Tip: When using the T2005 to install this seal, make sure the installer clears the garter spring. Install the input bearing (Timken M802048CP) on the input shaft. T2005 Bearing Installer Hydraulic Press Install the input bearing cup (Timken M802011AP or on 1995-up GM, NP728109) with the optional T1823 cup installer or other suitable tool. T1823 Cup Installer T Driver Handle 52

57 Place the output seal into the rear housing. Install the seal using suitable tool. After seating the seal, check to make sure the garter spring is still in place on the seal lip. GM 4x2: Install bearing and lock ring first. Dodge 4x2: Press in a new bushing before installing the seal. If the countershaft gears were removed on your early model countershaft, install new keys and press the countershaft third and fourth gears onto the shaft. Lubricate the seal lip with petroleum jelly. On 4x2 models also lubricate the bearing or bushing. Optional seal installers are available for the various seal designs. Place the front countershaft bearing (Timken LM102949CP) onto the countershaft. Press or drive the bearing until seated. T2004 Installer Hydraulic Press 53

58 Drive the front countershaft bearing cup (Timken LM102910P) into the transmission case. T1802 Cup Installer T Driver Handle 32 oz. Hammer Lubricate the front countershaft bearing with Castrol Syntorq LT. Install the countershaft in the transmission case and rest the front end on the T2006 countershaft support. Slip a countershaft support through the countershaft front bearing cup. T2006 Countershaft Support Slide the countershaft rear bearing (Timken LM501349HP) onto the countershaft. 54

59 Drive the countershaft rear bearing onto the shaft until firmly seated. T2005 Bearing Installer Lubricate the countershaft rear bearing cup (Timken LM501310P) with Castrol Syntorq LT and seat it on the countershaft rear bearing. Remove the QT2006 support by raising the countershaft and pulling the support out. Lower the countershaft to allow the front bearing to rest in the bearing cup. Lubricate a reverse idler thrust washer with petroleum jelly and place it in the transmission case. 55

60 Lubricate the reverse idler bearing(s) with Syntorq. Slide the bearing(s) into the reverse idler gear (and bearing spacer with the 2¾ wide reverse gear). Install gear into case. Slide the 2nd reverse idler thrust washer into the case and line it up with the hole in the case in the reverse idler gear. Install the countershaft rear bearing plate and retaining bolts. Torque the bolts to lb. ft.. 1/2 Socket 3/8 Drive Torque Wrench Slide the reverse idler shaft into the case and through the reverse idler gear until seated. Align notch in shaft towards countershaft. Rotate countershaft 4-5 times to seat bearing. Tech Note: If your countershaft or mainshaft measurements seem to vary & rotating the shaft does not work, try placing the correct bearing installer against the bearing and tapping it with a hammer to seat the bearings. 56

61 The recommended end play is With the minimum being preferred. Mount a dial-indicator on case with plunger on end of counter-shaft. Raise countershaft with a pry-bar and note the end play reading on dial indicator. Record this measurement. Be careful not to pry too hard, because you may chip the gears. Install the selected shim on the countershaft bearing cup. Place the bearing retainer plate over the shim and onto the case. Make sure the shim remains centered on the bearing cup. NOTE THAT ONE SIDE OF THE RE- TAINER IS MACHINED. THIS SIDE GOES TOWARDS BEARING! Select a shim to provide minimum end play (if indicator reading was.020, try.018 Shim) Dan the Gear Man Tech Tip: When checking end-play, remember to always rotate the countershaft between indicator readings to make sure the bearings are seated. Countershaft shims are available in increments in thicknesses from Apply 242 Threadlocker to the countershaft bearing plate bolts* and install them into the case. Torque the bolts to foot pounds. See Shop Note on page 97. *New bolts (pkg. of 8 p/n QK1118) with pre-applied thread sealant are recommended for final assembly. 57

62 Recheck end-play. If within specifications ( ), proceed to the next step, if not, remove the countershaft plate, change the shim, and recheck the measurement. If necessary, repeat until end play is within the specified range. Place the transmission case on it s left side. Slide the output shaft through the rear of the transmission case and pivot into place against the countershaft. Place the transmission upright. Make sure the mainshaft assembly is in place over the countershaft. Trouble? See Shop Note on page 94 Seat the countershaft front bearing cap by driving into place in the front of the case with a suitable installer. (The cap should be below flush with the case when installed). T1818 or 1802 Cup Installer (flat side) T Driver Handle Hammer Lubricate the fourth gear synchronizer ring and fourth gear synchronizer clutch in Castrol Syntorq LT, and install them in front of the mainshaft. Engage the synchronizer ring lugs into the slots in the 3 4 synchronizer assembly. 58

63 Lubricate the drive-gear thrust bearing in Castrol Syntorq LT and install it on the mainshaft, the bearing rollers should face towards the front. Install the input shaft through the synchronizer clutch splines and onto the mainshaft until seated. Lubricate the pocket bearing in Castrol Syntorq LT and slip it into the input shaft. Lubricate the input shaft bearing cup and input shaft seal lip with petroleum jelly. 59

64 Apply a ⅛ bead of RTV sealant to the flange surface of the front bearing retainer. Install the bearing retainer onto the transmission. Apply silicone sealant to the bolt threads* Install the bolts into the retainer. Torque the bearing retainer bolts to 22 lb. ft.. *New bolts with pre-applied sealant are recommended (package of 4 p/n QK1130). Locate the round lube-channel hole in the bearing retainer. This lube-channel matches a slot in the top of the transmission case. After installing the retainer, make sure this hole is not blocked by RTV! If rear bearing was pressed on during mainshaft assembly (page 47), lubricate the mainshaft rear bearing cup with a light film of Castrol Syntorq LT. Install the bearing cup onto the mainshaft rear bearing. 60

65 Optional Mainshaft Rear Bearing Installation Procedure (See page 47) Thread press rod into back of mainshaft. Tighten locknut against end of shaft. Standard Duty Installers (1/2 rod) Pro-Duty Installers (7/8 rod with 1/2 replaceable tip) Slide rear bearing (Timken M804049) onto mainshaft. Loosen and remove hose clamp from mainshaft. Assemble press tube and lubricated nut and washer on press rod. Press the bearing onto the shaft until it bottoms out against the thrust washer. T2003 Dodge 4x4 Bearing Installer T2027 Dodge 4x2 Bearing Installer T2045 GM 4x4 Bearing Installer 61

66 Install the bearing thrust plate, and four retaining bolts. Torque the bolts to lb. ft.. 1/2 Socket 3/8 Drive Torque Wrench Move mainshaft upward with a pry bar positioned between drive gear and case. Record the over-all end play measurement. Mount a dial indicator on the transmission case and position indicator plunger against end of mainshaft. Zero the indicator. Rotate the mainshaft to seat the bearing. Re-zero as necessary. The recommended end play is With the minimum being preferred. Select a shim to provide minimum end play (if indicator reading was.045in., try a.043 shim pack (Combine.020 and.023 Shims) Dan the Gear Man Tech Tip: When checking end-play, remember to always rotate the mainshaft between indicator readings to make sure the bearings are seated. Be careful not to pry to hard as you may chip the drive gear. Mainshaft shims are available in increments in thicknesses from

67 Remove the retainer bolts and mainshaft bearing retainer. NOTE THAT ONE SIDE OF THE RE- TAINER IS MACHINED. THIS SIDE GOES TOWARDS BEARING! Apply 242 Threadlocker to the countershaft bearing plate bolts* and install them into the case. Torque the bolts to foot pounds. See Shop Note on page 97. *New bolts (pkg. of 8 p/n QK1118) with pre-applied thread sealant are recommended for final assembly. Select a shim(s) which will provide correct minimum end play. Install the selected shim(s) on the mainshaft bearing cup. Place the bearing retainer plate over the shim and onto the case. Make sure the shim remains centered on the bearing cup. Recheck end-play. If within specifications ( ), proceed to the next step, if not, remove the countershaft plate, change the shim, and recheck the measurement. If necessary, repeat until end play is within the specified range. 63

68 Lay transmission on it s right side. Strap transmission to bench with a ratchet strap. Lock the transmission by shifting it into 2 gears. Only shift the 1-2 and 3-4 synchronizer shift sleeves. Do Not shift the reverse synchronizer. Assemble press tube and lubricated nut and washer on press rod. Slide the fifth gear onto the mainshaft. Index the gear splines to the mainshaft splines. (See Torque King Section pgs for Torque King assembly.) WARNING Do not drive the gear on the mainshaft or bearing damage will result. Press the mainshaft fifth gear onto the mainshaft until the gear is tight against the bearing. Remove the press tools. 64

69 Install the 1/8th in. diameter pin into the back of the countershaft. Start the straight roll pin into the 5th gear cast iron shift lug. Do not drive the roll pin into the bore where the shift rail goes. Install the countershaft rear thrust washer, with the tapered side against the bearing, and the flat side facing the rear. Lubricate the 5th gear bearing, synchronizer ring, and synchronizer clutch in Castrol Syntorq LT and assemble them to the countershaft 5th gear synchronizer assembly. 65

70 Line up the cast iron fork/lug with the shift rail bores inside the case. Slide the 5th gear assembly with the shift rail and attached aluminum fork onto the countershaft. Guide the shift rail through the transmission case and into the cast iron shift lug. (Wiggle the iron lug to help it slip on the rail.) Line up the hole and the shift rail with the roll pin on the 5th gear cast iron lug. Install the snap ring onto the shaft. QT2030 Lock Ring Pliers Drive the pin into the hole, until the pin is flush with the lug. QT Long Punch 16 oz. Hammer 66

71 Lay the transmission on its side, and secure it to the bench with a ratchet strap. Install a new spring disk washer onto the mainshaft with concave side toward gear. The concave washer is used on all GM 4x4 and Dodge shafts except when using a Torque King Gold mainshaft set. Lock the mainshaft by shifting the 3-4 and 1-2 synchronizers into gear. Do not shift the reverse or 5th gear synchronizers as the struts may bind! GM 4x2: Skip to page 69. Dodge with Clamp Style Nut Coat the clamp bolt threads with High-Temperature Threadlocker. Tighten the clamp bolts on the 5th gear nut until the gap in the clamp nut assembly is closed. Back the clamp bolt off exactly one turn. 67

72 Coat nut and mainshaft threads with high-temp threadlocker. Dodge with Clamp Style Nut Torque the clamp bolt to 10 foot pounds. Install nut on mainshaft with the flat side of the nut facing towards the new spring disk washer. Torque the mainshaft nut to specification using a torque wrench and mainshaft nut wrench. Mainshaft Nut Torque Specifications For Stock* Style Mainshafts Dodge Light Duty lb. ft. Dodge Heavy Duty lb. ft. GM 4x lb. ft. GM 4x2 (Yoke Nut) 325 lb. ft Mainshaft Nut Wrench Numbers Dodge Light Duty ½ Drive T2002 Dodge Heavy Duty ½ Drive T2001 Dodge Heavy Duty ¾ Drive T2036 GM 4x4 ¾ Drive QT2028 GM 4x2 1½ socket Tool Recommendation QT9205 T27 ¼ Drive Bit (Early) 5/32 Hex Bit Socket (Late) ¼ Drive Inch-Pound Torque Wrench *See the Torque King section for Torque King assembly procedures and tightening specifications. 68

73 Turn the transmission upright and strap it to the bench with a ratchet strap. If reusing old bolts*, apply 242 Threadlocker to the tapped holes in the back of the transmission case. *New bolts with locking patches are recommended (package of 8 p/n QK1118). Tap the housing onto the pins. QT oz. Dead Blow Hammer Apply a bead of RTV sealant around the tail shaft housing, and then install the tail shaft housing onto the transmission dowel pins. Install the bolts. Torque the bolts to foot pounds in an alternate, criss-cross fashion. QT point impact socket Universal Joint & 6 extension Torque Wrench 69

74 Install the shift fork pads onto the reverse shift fork. Apply 242 Threadlocker to the tapped holes in the top of the transmission case. Reposition the ratchet strap over the front bearing retainer. Shift the synchronizers to the neutral position. Apply a ⅛ bead of RTV sealant to the top of the transmission case or the top cover. Make sure the shift rails are all in the neutral postion. Line up the shift forks and carefully install the transmission cover onto the transmission case. It should not require force to install the cover! 70

75 Install the top cover bolts and wiring clips. Torque the bolts to lb. ft.. Install the QK1000 Transmission Filter Kit, transmission cooler, or PTO cover if removed. Torque the bolts to 30 lb-ft or as called for in the filter and/or cooler kit. Temporarily install the shifter and check transmission operation in all gears. Fill with Castrol Syntorq LT to specifications. Capacity for standard NV4500 configurations is 1 gallon. Retrofit applications in Dodge Diesel trucks require 5 quarts. For PTO cover replacement, apply a ⅛ bead of RTV sealant to the cover. Tech Note: Overfilling the transmission by 1 pint may be beneficial. 71

76 SHIFT COVER SERVICE The shift cover on NV4500 transmissions rarely requires service. The cover was not designed to be disassembled and no provisions are provided for removing 1-2 and 3-4 forks and rails. However, the cover can be serviced if required, using the procedures outlined in this section. Most shift covers have concave style plugs sealing the shift rail bores. Remove the plugs by driving them out with a long 5/32 or 3/16 Punch. QT9300 3/16 x 8 Punch 1st Design Cover Two shift cover styles are common GM and Dodge 1st design shift covers have integral shift towers (left). Later model, 2nd design shift covers have a bolt-on shift tower (right). Servicing either cover style is similar. The complete cover assemblies are interchangeable between early and late transmissions, but many of the individual components are not interchangeable between the 2 cover designs. To remove the cup type bore plugs from later model covers, use a punch against the side of the plug to cock the plug in the bore. Small Punch and Hammer 2nd Design Cover 72

77 Self-Taping screw in bore plug. Then lift the plug out with a pair of needle nose pliers. Small Punch and Hammer Needle Nose Pliers Before starting fork and rail disassembly, mark the forks and lugs for assembly reference. An alternative method to remove either plug style is to drill a hole in the plug. Then screw a self tapping screw into the hole. Using a slide hammer with Vise-Grip attachment, pull the plugs from the bores. QT9020 Vise Grip Set, Slide Hammer Interlock Pins Interlock Pin Plunger When removing shift rails, be on the lookout for the 2 Interlock Pins and the Interlock Pin Plunger. Electric Etcher The Interlock Pins are located in holes cross-drilled through the cover casting. The interlock pin plunger is in a hole drilled through the 3-4 shift rail. 73

78 1-2 5-R 3-4 When the transmission is shifted into gear, the interlock pins are forced into detent grooves in the other rails locking them in place. In the example here, the 1-2 rail is in the 2nd gear position. The lower pin locks the 3-4 rail and displaces the plunger against the upper pin which is forced into a groove on the 5th-Reverse rail. The QK1144 and QK1145 Shift Cover Service Kits include: 3 long.052 diameter drill,.213 diameter Jobber Length drill, 1/4-28 SAE taper style tap, (3) 1/4 long, button head alloy screws, (3) special sealing washers, (7) QU10311 shift rail roll pins, (3) shift rail bore plugs and 242 Threadlocker. Any one of the three shift rails can be removed without removing the other 2 rails. The roll pins for the reverse fork can be driven out as can the rear roll pin for the 1-2 fork. The front pin on the 1-2 fork and both roll pins retaining the 3-4 fork CAN NOT be driven out as they will hit the shift cover unless the cover is modified or other special service procedures are used. There are several ways one can remove these 3 roll pins. The method described here using the QK1144 (early) or QK1145 (late) Shift Cover Service Kit is simple, easy, and does not require expensive special tools. Shift Reverse Rail to 5th Gear Position Reverse Fork & 5-R Rail Removal Shift 5th-reverse rail to back into the 5th gear (rear) position. 74

79 Drive out the reverse fork roll pin with a 3/16 punch. QT9300 3/16 x 8 Long Punch Engage a tool in the pinhole and move the rail back until it is out of the front rail guide. You should then be able to insert a thin bar between the guide and rail. Use the bar to push the rail backwards so you can grasp the rail. Pull the rail out the back of the cover and lift out the reverse fork. SEE CAUTION IN NEXT PANEL! Slide the fork forward enough so that the pin hole is visible in the shaft rail. Insert a suitable tool into the hole and rotate the rail 90. This will depress the shift rail poppet. Snap-On Right Angle Dent Puller Caution: When you pull a rail past the poppet bore, the poppet may be fly out from the bore so wear eye protection and BE CAREFUL!!! Place a rag over the cover to catch the poppet when you remove the shaft. 75

80 Shift 1-2 Rail back into the 1st gear position 1-2 Fork and Rail Removal Shift the 1-2 rail to the 1st Gear (rear) position. Drive out the rear roll pin from the 1-2 fork with a 5/32 punch. 5/32 Punch 16 oz. Hammer Drive out the roll pin from the 1-2 Shift Lug with a 3/16 punch. 3/16 Punch 16 oz. Hammer Shift the 1-2 shift rail to the 2nd gear (all the way forward) position. Adjust the 1-2 fork so the roll pin is perpendicular to the top cover. Secure it in place with a c-clamp or welding Vise- Grip. Welding Vise-Grip. 76

81 Attach a 3 long,.052 diameter drill bit to an electric drill. Insert the drill through the hole in the center of the roll pin and drill a pilot hole through the top cover. Drill Bit,.052 diameter x 3 long Electric Drill Drive out the front roll pin from the 1-2 fork with a 5/32 punch. 5/32 Punch 16 oz. Hammer Turn the cover over. Enlarge the pilot hole with a.213 diameter drill. Drill Bit,.213 diameter Electric Drill Slide the 1-2 shift lug forward enough so that the pin hole is visible in the shaft rail. Insert a suitable tool into the hole and rotate the rail 90. This will depress the shift rail poppet. Snap-On Right Angle Dent Puller 77

82 Engage a tool in the pinhole and move the rail back until it is out of the front rail guide. You should then be able to insert a thin bar between the guide and rail. Use the bar to push the rail backwards so you can grasp the rail. Pull the rail out the back of the cover and lift out the 1-2 fork. SEE CAUTION IN NEXT PANEL! 3-4 Fork and Rail Removal Drive the roll pin out of the 3-4 shift lug with a 5/32 punch. Tool Recommendation 5/32 Punch 16 oz. Hammer Caution: When you pull a rail past the poppet bore, the poppet may be fly out from the bore so wear eye protection and BE CAREFUL!!! Place a rag over the cover to catch the poppet when you remove the shaft. Adjust the 1-2 fork so the roll pins are perpendicular to the top cover. Clamp over the front pin to secure the fork in place with a c-clamp or welding Vise- Grip. Welding Vise-Grip. 78

83 Attach a 3 long,.052 diameter drill bit to an electric drill. Insert the drill through the hole in the center of the roll pin and drill a pilot hole through the top cover. Move the clamp and drill a pilot hole under the front pin. Drill Bit,.052 diameter x 3 long Electric Drill Remove the 2 shift rail interlock pins from the cross bore. Snap-On Right Angle Dent Puller Once the pilot holes are drilled, removing the 3-4 fork and rail follows the same sequence as outlined on the previous pages for 1-2 fork/rail removal with one exception. When you pull the rail out of the front rail guide, the interlock plunger will drop out of the rail. The plunger looks like a needle bearing. DON T LOSE IT! Turn the cover over. Use a 1/4-28 tap to thread the access hole(s) you drilled in the cover. 1/4-28 tpi SAE Taper Hand Tap Tap Wrench or Tap Socket 79

84 Clean and inspect all parts. On early design covers, inspect the shift ball seat for wear and for evidence the lower part of the shift lever stub was not hitting the shift rails. A badly worn seat will cause shifting problems. The seat is not serviceable and the cover must be replaced. Start a new roll pins in the 3-4 shift fork. Make sure the roll pins do not protrude into the rail bore. 16 oz. Hammer 3-4 Fork, Lug and Rail Installation Start a new roll pin in the 3-4 lug. Make sure the roll pin does not protrude into the rail bore. 16 oz. Hammer Fill the interlock plunger hole drilled through the forward end of the 3-4 shift rail with petroleum jelly. 80

85 Insert the interlock plunger into the 3-4 shift rail. The petroleum jelly should hold the plunger in place during assembly. Poppet installed in bore. Service Note: Poppet springs are available in 3 wire diameters: Orange:.050 Light Green:.055 Medium (most common) Natural:.060 Heavy Coat the poppet plunger and spring with petroleum jelly. Insert the plunger/spring into the center poppet hole. Push rail through cover bore until it protrudes past inner face. Insert a suitable tool under end of rod and force poppet down. Push rod over poppet and remove tool. 81

86 Slide rod through 3-4 lug. Rotate the rail so the poppet engages one of the poppet grooves. The rail is notched for the fork pins. Make sure these notches are perpendicular to the top cover. Adjust the fork so the notches are under the fork pins. Drive the pins down flush with the fork. Install 3-4 fork. Push rail through fork. Check to make sure interlock plunger is still in place, then advance rail until it enters the front rail guide. Seat the 3-4 lug roll pin flush with the lug. 16 oz. Hammer 7/32 or larger Punch (optional) 82

87 Insert the interlock pins into the crossbores. This is a bit tricky, but with a little patience and the help of a small hooked tool, you will have them installed in a minute or two. Snap-On Right Angle Dent Puller Temporarily install the 1-2 and 5-R rails. Check interlock operation by alternately shifting each rail into the neutral and engaged positions. When one rail is in gear (1-2 rail is shown in 2nd gear position) then other two rails should be locked in place. Shift 3-4 rail to neutral and remove 1-2 and 5-R rails when finished testing. Shift the 3-4 rail to the neutral (center) position. 1-2 Fork, Lug, and Rail Installation 5-Reverse Rail & Fork Installation Install 1-2 rail, lug, and fork and the 5th-Reverse rail and fork using the same procedures described on the previous pages for 3-4 rail, lug, and fork installation. 83

88 Verify correct assembly by shifting each rail into all three positions. When a rail is in a gear position, the other two rails should be locked in their neutral (center) positions by the interlocks. Shown above is the 3-4 rail and fork in the 4th gear position. After testing, shift all rails to neutral. Install new shift fork pads on the reverse fork. Tech Note: There are two fork and fork pad designs. See the parts guides for more information. The later fork design with curved tips is shown here. Install new bore plugs in the cover. Turn the cover over. Apply 242 Threadlocker to the 1/4 x 1/4 bolt(s) threads. Place sealing washer on the bolt and install a bolt/gasket in each tapped hole. Torque bolt to 50 INCH Pounds. Apply a bead of RTV sealant over edges of bolt for an extra measure of protection from loosening. 84

89 TORQUE KING SERVICE PROCEDURES Installation of a TORQUE KING Mainshaft Set is identical to the procedures used to assemble a stock NV4500 transmission except for the mainshaft 5th gear and nut set. TORQUE KING Shaft and Gear Sets are designed to eliminate the types of fifth gear failures commonly experienced with stock and full spline mainshafts. It is important to remember the TORQUE KING shaft, gear, and inner nut are a matched set. Individual TORQUE KING components are not interchangeable with individual stock parts. Apply a thin coating of Permatex 64000, Sleeve Retainer to the mainshaft fifth gear area and the inside of the fifth gear (except for the shallow pilot bore). Set mainshaft end-play as shown on pages Clean the fifth gear area of the mainshaft and the inside of the fifth gear of any lubricants or contaminants with brake clean or other suitable solvent. Lay the transmission on it s side. Place a CLEAN piece of cardboard over the case as shown. Secure the transmission to your bench with a ratchet strap. 85

90 TORQUE KING SERVICE PROCEDURES Rotate the mainshaft until the keyslot in the threads is facing up. Thread the press rod into the tapped hole in the end of the shaft. Lock the mainshaft by shifting the 1-2 synchronizer into 1st gear and 3-4 synchronizer into 3rd gear. Do Not shift the reverse synchronizer out of neutral! (Strap removed for clarity.) Slide the fifth gear on the mainshaft and index the splines. Optional: Coat the inside of the larger gear bore and gear splines with Permatex Sleeve Retainer. 86

91 TORQUE KING SERVICE PROCEDURES Install the Installer Press Tube, lubricated thrust washer, and lubricated nut on the press rod. Tech Note: Lubricate the nut threads and both sides of the washer with clean grease. Apply Permatex 24026, High- Temperature Threadlocker to the mainshaft threads near the gear. GM 4x2 fixed yoke: Skip to page 89 Silver Series: Install concave spring washer with convex side against gear. Tighten the nut until the 5th gear is firmly seated against the mainshaft rear bearing. Remove the installer from the mainshaft. Gear MUST seat against bearing! Apply a coating of Permatex 24026, High-Temperature Threadlocker to the threads on the inner nut and the gear pilot that is machined on one side of the nut Only Gold series gears and inner nuts have the pilot. Silver series inner nuts are flat on both sides. 87

92 TORQUE KING SERVICE PROCEDURES Install and thread the inner nut on the shaft until the nut pilot engages (Gold) in the gear counter bore. Torque the nut to 325 lb-ft.. Tool Recommendation Dodge HD: T2036, 3/4 Drive Nut Wrench 3/4 Drive Torque Wrench Apply Peramatex 27026, High Temperature Threadlocker to the mainshaft and locknut threads. Install the nut on the shaft and torque to 325 lb.-ft.. On applications with a triple nut, repeat this step. Lip on outer nut is towards rear of transmission. (See next panel) Install the tanged washer on the shaft and position it next to the inner nut. Use a punch to stake the lip on the outer nut into the mainshaft groove. 88

93 TORQUE KING SERVICE PROCEDURES Clean excess locking compounds from the shaft and gear. Turn the shafts to verify there is no binding. Turn the transmission upright. Shift the 1-2 and 3-4 synchronizer sleeves into neutral. Start the straight roll pin into the 5th gear cast iron fork. Do not drive the roll pin into the bore where the shift rail goes. 89

94 TORQUE KING SERVICE PROCEDURES Install the 1/8th in. diameter, antirotation pin into the forward countershaft hole. Line up the cast iron lug with the shift rail bores inside the case. Slide the 5th gear assembly with the shift rail and attached aluminum fork onto the countershaft. Guide the shift rail through the transmission case and into the cast iron fork. (Wiggle the iron lug to help it slip on the rail.) Install the countershaft rear thrust washer, with the tapered side against the bearing, and the flat side facing the rear. Lubricate the 5th gear bearing in Castrol Syntorq LT. 90

95 TORQUE KING SERVICE PROCEDURES Lift the countershaft 5th gear off the countershaft and slide the bearing into the gear. Install the synchronizer ring. The lugs on the ring fit slots in the 5th gear. Lubricate the 5th gear synchronizer ring in Castrol Syntorq LT. Install the 5th gear clutch on the countershaft. 91

96 TORQUE KING SERVICE PROCEDURES Install the lock ring in the groove at the rear of the countershaft. T2030, Parallel Jaw Lock Ring Pliers The rest of the assembly is identical to a standard NV4500. Refer to page 69 for further service procedures. Line up the 5th gear shift lug roll pin with the hole in the shift rail. Drive the roll pin into the hole, until the pin is flush with the lug. T9300, 8 Long Punch 16 oz. Hammer Torque King Mainshaft and Gear Sets are available for these applications: Dodge 4x4 NV4500LD Dodge 4x4 NV4500HD Dodge 4x2 NV4500HD GM 4x4 NV4500 GM 4x2 NV

97 Shop Notes Aftermarket Full Spline Shafts Aftermarket full 5th gear spline shaft showing the groove cut in the shaft and showing two of the 3 piece thrust washer parts. A common mistake with these shafts is to forget to install the thrust washer! Removing/Installing the Shift Stub and Lever as an assembly on Dodge Disengage the rubber tower boot from the tower. Slip tool T2024 Stub Remover/Installer under the boot. The lugs will fit against the flats on the spring cap. Push down on the handle to drop the spring cap below the retaining pins. (It does take a bit of force to depress the spring.) Turn the handle counter-clockwise as shown in the photo. The cap should pop up. Remove the shift lever assembly. Reverse the sequence to install the lever. The most common aftermarket shaft uses a three piece thrust washer between 5th gear and the mainshaft nut set. When using this type of mainshaft, assembly is similar to original equipment Except: Most shafts of this type are made so the 3-4 synchronizer hub, rear output bearing, and 5th gear are slip fit. These shafts are not drilled and tapped for press tools. The 3 piece thrust washer is installed between the concave lock washer and gear. Early shift levers used a spring cap that has to be depressed to remove/ install the shift stub Dodge and GM levers screwed onto the shift stub Dodge levers are pressed on a square stub. If you need to separate the lever from the stub, you will need the QT2025, lever press. 93

98 Shop Notes MAINSHAFT WILL NOT ROLL IN OR OUT OF CASE Sometimes the mainshaft will not roll in or out of the case. This problem is most common on Dodge Heavy Duty models, but it may occur on any NV4500. The cause is the countershaft front bearing bore is not bored as EARLY 1-2 SYNCHRONIZER W/OVERSPEED INTERLOCKS Most early model NV4500 s use centrifugal weights to block high speed downshifts. This feature was discontinued on all models by The 1-2 synchronizer hub is slotted and drilled to accept the four weights and two springs. To assemble: 1. Place the 1-2 hub on a bench with the first gear side on the bottom. 2. Locate the widest spline (A). 3. Slide weight (B) into the slot nearest spline (A). 4. Slide weight (C) into opposite slot. 5. On 2nd gear side, attach square deep as it should be, resulting in the countershaft being positioned slightly farther back in the case. While this has no effect on transmission function once assembled, it can prevent a normal disassembly or reassembly due to the mainshaft second gear not clearing the countershaft third gear as the shaft is rolled into position. If this occurs on disassembly, you will have to break the rear output bearing cage and remove the rollers. For assembly, an optional procedure, (shown on pages 47, 58, and 61) will allow you to bypass this problem. B A E spring (D) to weights (B, C). 6. Install weights (E) into slots. 7. From 1st gear side, attach round spring (F) to weights (E). 8. Assemble remainder of synchronizer as shown on pages 40 and 41. F E D C 94

99 Shop Notes ROUNDED OFF TAILSHAFT HOUSING BOLT HEADS If the tailshaft housing bolts are frozen and the heads are rounded off, you can remove them as follows: 1. Drill out a 7/16 grade 2 unplated nut (5/8 hex) so it will slip on the bolt head. GM 4x4 DAMPER or SPACER GM 4x4 s use either a damper or spacer between the fifth gear and nut/ washer set. The damper should be an interference fit and require special tools to remove/replace. The spacer is just a machined tube and it will easily slip on and off the mainshaft. The damper was used primarily with diesel applications, but is also found in some gasoline trucks. 2. Push the nut onto the bolt head and weld the bolt head to the center of the nut with a mig welder. 3. Allow the nut to completely cool. 4. Remove nut/bolt with a combination wrench. GM 4x2: Remove speedometer sending unit, yoke nut, flat washer, yoke, and yoke spline seal. 95

100 Shop Notes CAST IRON REAR HOUSINGS A popular upgrade with many Dodge owners has been to replace stock aluminum tailshaft housings with imported cast iron units. Unfortunately, virtually all these housings made before mid 2006 are so poorly machined that they may cause catastrophic transmission or transfer case failure. There are two severe problems. On POOR SHIFTING Typically, the NV4500 is one of the nicest shifting, heavy-duty light truck transmissions. If you have a transmission that exhibits poor shifting performance, some possible causes and solutions are: Incorrect Oil: Use Castrol Syntorq LT. Excessive Mainshaft End-Play: Most prevalent with 3rd gear. Re-shim or rebearing as required. Aftermarket Synchronizer Rings: Live with it or replace with original equipment rings. (Always run a filter with bronze rings.) Failed Pilot Bearing: Remove transmission and clutch; replace bearing. Hard shifts in 1st and Reverse: Almost always a clutch problem. Very common after a clutch change. New hydraulic release system usually cures problem, but may also be mechanical fault such as warped disc or worn pedal bushings. Hard shifting in 5th and/or Reverse: 1997 and older trucks, the transfer case bearing retainer may bottom out against the tailshaft housing (3 black U shaped marks). There can be as much as a.050 gap between the transfer case and transmission mating flanges. The other problem is a real killer. The centering and seal bores on these housings are consistently machined off-center in the direction of the red arrow. The X Axis is always offset to the - side. The offset ranges from The Y Axis is always offset to the - side. The offset ranges from The net result is shaft misalignment which may be nearly 12 TIMES the allowable tolerance of.002. Obliviously, such gross misalignment will cause gear tooth failure and premature bearing wear. The solution is to either have a machine shop modify the cast iron housing or reinstall the factory housing. Bronze Rings Usually missing reverse shift fork pads, but can be caused by sticking 5th or reverse synchronizer struts, reverse gear bearing failure, or a jammed synchronizer ring or fifth gear clutch. Fifth Gear Band-Aid Fixes : Putting a stock gear back on failed mainshaft accelerates transmission wear, particularly mainshaft end-play and reverse gear thrust face wear and/or bearing failure. Combinations: Often by the time a problem is corrected additional damage occurs. Damaged gears, and synchronizer clutch teeth are almost always a result of living with an initially lesser problem instead of fixing it. 96

101 Genuine original equipment replacement parts vs. aftermarket parts. Shop Notes The decisions you make about what parts you use in your rebuild may have a profound effect on your satisfaction with the completed job. Original equipment parts are high quality, but can be hard to find and expensive. The vast majority of NV4500 replacement parts suppliers are selling imported aftermarket parts which are relatively cheap, of variable quality, and easy to find. Some of these aftermarket parts are decent, many are substandard. Generally, any part coming from Taiwan or mainland Asia is inferior in fit, finish, and quality when compared to original equipment. These parts will not give the same service life as a genuine NVG part will, particularly in diesel and high performance applications. Power Flow/5th Gear Rattle The NV4500 is a full gear drive transmission. Power enters through the main drive gear (input shaft) and is transferred down to the countershaft and then back up to the mainshaft for all gears except 4th. In 4th gear, the main drive gear transfers power directly to the mainshaft. Thus, 4th gear is the most efficient gear from an internal power loss standpoint as the countershaft is spinning but not under load. All gears except 5th are inside the main case. 5th gear is the weakest gear in the transmission due to both location and tooth/gear size. Since 5th gear is aft of the main transmission case, the mainshaft requires additional support to minimize flex during 5th gear operation. On 4x4 models, the transfer case input bearing also supports the rear of the mainshaft. On 4x2 models, a bearing or bushing is pressed in the tailshaft housing. A common complaint concerns some gear rattle in 5th gear, even on brand new transmissions. The noise is most pronounced at low engine rpms while lugging in fifth gear. As long as the rattle is not excessive, this is fairly normal and does not necessarily indicate a problem. You can often minimize the noise by not running in fifth at low engine rpms. The rattle is caused in part by some deflection of the main and countershafts under load, and resulting minor misalignment of the two fifth gears. (Also, see page 113.) 5th Gear Fork Service The roll pins that secure the 5th gear fork to the shift rail have a mushroom head. To remove the pins, use a 5/32 punch to drive the pins out. For off vehicle service, support the fork as shown and drive the pins down and out of the fork. If you are removing the pins while the fork is still in the transmission, you will have to drive the pins upward as the mushroom head is on top. Fastener Tightening Specifications Fastener Lb-Ft N-m Shift Tower to Top Cover (2nd Design Cover) 89 Lb-in INCH POUNDS! 10 N-m Shift Cover to Case Backup Light Switch Input Bearing Retainer Rear Bearing Plates* Dodge, Early GM Late GM Rear Output Housing PTO Cover Bolts GM 4x2 Yoke Nut Seed Sensor Bolt 4x Oil Fill Plug GM N4500 to Bell Hsg Dodge Mainshaft Nut GM 4x4 Mainshaft Nut *Same bolt is used on all models 97

102 Dodge GM General Motors 1997 and Later Gear Ratios 1st 5.61:1 1st 6.34:1 1st 5.61:1 2nd 3.04:1 2nd 3.44:1 2nd 3.04:1 3rd 1.67:1 3rd 1.71:1 3rd 1.67:1 4th 1.00:1 4th 1.00:1 4th 1.00:1 5th.75:1 5th.73:1 5th.75:1 Reverse 5.61:1 Reverse 6.34:1 Reverse: 5.04:1 NV4500 Specifications* Synchronization Main Case Tailhousing Shift Cover Gear Support Bearings Main Shaft Pilot Bearing Shaft Bearings Input Thrust Bearing Lubricant Dry Weight Rated Gross Vehicle Weight Rated Gross Combined Weight Torque Rating Oil Capacity Transmission Only Oil Capacity including TC adapter PTO Dodge HD Input Shaft Dodge LD Input Shaft GM Input Shaft Dodge 4x4 Output Shaft Dodge 4x2 Output Shaft GM 4x4 Output Shaft GM 4x2 C-Series Output Shaft Bellhousing Bolt Pattern Bellhousing Bolt Pattern GM NV4500 Specification Page NV4500 Gear Ratios All Gears except reverse not synchronized on GM Cast iron Aluminum alloy Aluminum alloy Caged roller Straight roller Timken tapered roller Flat thrust bearing assembly Syntorq LT Synthetic 75w85w gear lubricant 195 pounds HD: 16,000 pounds, LD: 15,000 pounds HD: 21,000 pounds, LD: 19,000 pounds HD: 460 lb.-ft. LD: 410 lb.-ft 4 quarts, but we recommend 4.5 quarts 5 quarts (when replacing Getrag) Standard SAE 6 bolt on each side 1 1/4" 10 spline with.750" pilot tip diameter 1 1/8" 10 spline with.750" pilot tip diameter 1 1/8" 10 spline with.590" pilot tip diameter HD: 29 spline, LD: 23 spline HD: 31 spline, LD: 30 spline with slip yoke 32 spline 35 Spline with fixed yoke top ", bottom 9.738" Height 6.043", 5.600" index top ", bottom " Height 4.685" 5.125" index *NV4500HD models are used with Dodge Cummins Diesel & V10. NV4500LD models are used for all other applications. 98

103 Frequently Asked Questions Why does my NV4500 shift hard? There can be many causes of this phenomena with the most common being wrong or degraded lubricant. NV4500 series transmissions were specifically designed for use with Castrol Syntorq LT GL4 rated synthetic gear lubricant. Most other gear lubricants will damage the carbon fiber surfaces on the synchronizer rings. Another problem related to shifting difficulty is failure of the pilot bearing. The stock pilot bearings used by Dodge and GM are needle bearings. Over time these bearings have a tendency to run out of lubricant and disintegrate. This allows the front of the input shaft and clutch disc to "float" about. Erratic clutch performance and misalignment of the internal transmission components result. This combination often causes shifting problems. Heavy-Duty Ball Pilot Bearings are available for Dodge Diesel applications New and newly rebuilt NV4500 transmissions may shift hard until the synchronizers wear in. At the other end of the spectrum, well used, high mileage transmissions with worn bearings and/or thrustwashers may shift hard or pop out of gear due to excessive mainshaft end play. Rebuilt transmissions with brass synchronizer rings often are hard to shift. Sometimes, changing the oil may help, however, in most cases you either have to install genuine New Venture rings or live with it. A clutch that does not fully disengage will make it hard or impossible to shift the transmission particularly into first and reverse. Installing a new clutch usually is the trigger for this problem, but the clutch itself is almost never the culprit. A new clutch will require pretty close to the full travel of the clutch pedal to disengage. Sometimes it is as simple as removing an extra floor mat that the pedal bottoms against. Any internal wear in the hydraulic system or external wear in the under dash components, clutch fork, and/or fork pivot ball, can cause inadequate disengagement. The solution is to replace or repair the guilty parts. I lost 5th gear, what happened? "Losing" fifth gear can happen to any NV4500 that does not have a Torque King mainshaft set, but it is most commonly experienced with Dodge turbo-diesel trucks used for heavy trailer towing and/or equipped with enhanced horsepower Cummins engines. The problem is slightly less frequent on 1999 and newer Dodge turbo-diesel trucks with the revised factory 5th gear nut. While the nut is often blamed, the part failing is really the factory partial spline or aftermarket full spline mainshaft. (Also see tech article starting on page 102.) Who is New Venture? NV4500 transmissions were made at GM s Muncie, Indiana transmission plant from 1991 to New Venture Gear (NVG) was created when General Motors and Chrysler merged their transmission divisions in February The joint venture was dissolved in GM s Allison Automatic Transmission Division took over the Muncie transmission plant and renamed it Manual Transmissions of Muncie (MTM). Chrysler got back it s New Process Gear (NPG) Division which was subsequently sold to Magna Corporation of Canada. The Muncie transmission plant ceased production in 2006 and the NV4500 tooling and remaining inventory was sold. 99

104 What lubricant should I use in my NV4500 Transmission Castrol Syntorq LT 75w85w GL-4 rated, low temperature, synthetic gear lubricant is the only factory approved lubricant for NV4500 series transmissions. Some other lubricant manufacturers such as Amsoil may have products that are compatible. However, if the lubricant does not specifically meet GM (Canada p/n ), Chrysler/Dodge and specifications it would NOT be compatible with genuine New Venture synchronizers. What are the major design changes? The NV4500 series transmissions have undergone many minor and major design changes since The minor changes, while important for durability and shifting ease, are not easily identifiable to the layman trying to determine the features of a particular transmission. The following list shows the major changes we have identified. To precisely identify a particular transmission by part number, get the numbers off the build tag on the left PTO cover and the decals on top of the top cover. For Dodge: The light duty 1" 19 spline input shaft used in was changed to 1-1/8" 10 spline in models had a coarse thread shift stub. This was replaced by a square stub that accepted a press on shift lever for A metric threaded shift stub was introduced for and some transmissions had an interlock mechanism built into the 1-2 synchro to prevent high speed downshifts into 1st or second gear. This feature was dropped for good during the 1996 model year. In 1997, New Venture changed the design of reverse gear from a dual plane to a single plane. The reverse gear ratio was changed from 5.61:1 to 5.04:1. For 1998, the top cover, shift tower and shift handle were redesigned. 2WD models no longer had a speedometer drive (the speedo works off the rear axle). 4x4 tailshaft housings were changed to eliminate mountings for the transfer case shift lever. Also with HD models, the mainshaft nut was redesigned late in This change first showed up on transmissions with an AD suffix on the Dodge part number (ex: AD). For Chevrolet and GMC: transmissions had a wider gear ratio with 1st gear being Starting in 100

105 1995, the 1st gear ratio was changed to models did not have a synchronized reverse gear. A synchronized reverse was introduced for the 1999 model year models had an interlock mechanism built into the 1-2 synchro to prevent high speed downshifts into 1st or second gear. This feature was dropped for 1994 according to our GM parts book, however, we have found them on some 1994 transmissions transmissions had a bellhousing bolt pattern unique to GM. For 1996 and newer transmissions, GM uses the Dodge bolt pattern. In late 1994, the top cover, shift tower and shift handle were redesigned. In 1997, New Venture changed the design of reverse gear from a dual plane to a single plane. The reverse gear ratio was changed from 5.61:1 to 5.04:1. I increased my Diesel engine power output. What can I do to make my NV4500 bulletproof? It is relatively easy to increase the power output of late model Diesel engines. While the NV4500 is a pretty good transmission, it is not capable of taking extreme increases in horsepower on a sustained basis without sacrificing longevity. The factory torque rating for NV4500HD transmissions is 460 ft/lbs. (About 235 hp). The original equipment design does seem to be capable of up to 600 ft/lbs with little loss of durability except for accelerated fifth gear failures. However, as the horsepower and torque increases beyond 275hp/600ft-lbs torque, the size of the bearings, synchronizers, gears, and splines are no longer adequate. Rarely does a NV4500 fail catastrophically even at double the factory ratings, but the fact is most grossly overloaded 4500 s will not last even 100,000 miles without a rebuild. Yes, we can eliminate typical fifth gear failures with our Torque King mainshaft and gear sets, and yes, we can even supply larger input shafts, but there is no practical way to increase the capacity of the other components. Except for competition pulling, stock input shaft breakage with the NV4500 is extremely rare. Mainshaft breakage is even rarer. When subjected to repeated overloads, accelerated bearing and synchronizer wear will occur. The NV4500 is a 195 pound transmission designed for stock vehicles up to 1 ton and 19,000 lbs Gross Combined Vehicle Weight. If your engine horsepower or towed loads are typical of medium and heavy duty trucks, you should, as a minimum, consider retrofitting a 6 speed transmission such as the 365 pound NV5600. Better yet would be to buy a 2 ton truck made to take the power/loads you require. 101

106 NV4500 Fifth Gear Failures and Solutions A Dan the Gear Man Tech Article Owners of diesel trucks equipped with NV speed transmissions having been looking for a cure for 5th gear failures from as early as The problem has been experienced with both General Motors trucks using the 6.5l V8 Diesel and Dodge trucks with the 5.9l inline 6 cylinder Cummins Diesel engine. So, exactly what is the problem and what is being done about it? I Lost 5th Gear! Almost all cases of mainshaft fifth gear failure can be directly attributed to insufficient support for 5th gear. In the classic case, the nut retaining the mainshaft fifth gear backs off allowing the gear to slide back in the transmission extension housing and out of contact with countershaft 5th gear. This failure usually occurs without warning or noise. You are driving happily along in 5th gear, either you (or your cruise control) lets off on the accelerator for a moment. You step on the accelerator to resume speed and the engine races, but your transmission is no longer transmitting power! White faced and shocked, you mutter what the #%!! as you check to make sure the shifter is still in fifth, then downshift to fourth and let the clutch out. Your truck responds instantly as power is returned to the rear axle. Your blood pressure lowers a bit and you try to upshift to 5th. Again no power and no noise. You mutter Oh no, I lost fifth gear! Back into fourth and away you go wondering if you are going to make it home and HOW MUCH IS THIS GOING TO COST ME TO FIX! Typical 5th gear failure on a stock NV4500HD transmission. Note the reddish/orange sludge discoloring the shaft. This is a sign of wear or fretting. What you see is actually oxidized metal particles worn from the gear and shaft. Vibration and cyclic loads are the main causes of fretting. Every time someone tells me I lost 5th gear, I am reminded of an occurrence in my youth. I was riding to school on a Brockway school bus. We had a lady bus driver who was a chronic gear grinder. One morning, when she was unable to force the transmission into fifth gear, she radioed the school that I lost 5th Gear. The reply was something to the effect Wh ad ya do drop it on the ground?. I presume she had little solace with that reply, but she bravely continued on in 4th gear and we all eventually arrived at school. Like my bus driver, you too will probably also make it to your destination after your 4500 turns itself into a 4 speed because this type of failure normally does not cause incapacitating damage in the short term. Chances are, what occurred inside your transmission was simply the 5th gear wore into the mainshaft. Once the gear is loose, it will work the nut off until the gear slides back and your day is ruined. 102

107 Nut Woes: Band-Aid Approach to A Serious Problem The initial attempts to prevent 5th gear failures focused on the retaining nut which was a flat nut without a lockwasher in the original configuration. New Venture first added a lip on the nut that could be crimped into a keyslot, then a concave spring lockwasher, and lastly a split nut with a crossbolt to increase the thread contact. The aftermarket weighed in with at least two styles of nuts with set screws. Several chemical thread locking compounds have also been tried. None of these fixes were successful in keeping the gear on the shaft. They failed because they address a consequence of the failure instead of the cause. (To find out the reasons why, read on.) Clockwise from top left: flat nut, concave washer, crimp lock nut, crossbolt lock nut, aftermarket nut with 2 setscrews, aftermarket nut with 3 set screws and brass pads. Overloading Aggravates Problem Before discussing the problems associated with factory partial spline and aftermarket full spline mainshaft designs, I want to point out that they are good quality parts made by reputable manufacturers. The 5th gear failings they have are not metallurgy or workmanship related. Shaft wear and gear failure is primarily due to design, but diesel engine harmonics, and overloading also are significant factors. Owners of diesel powered NV4500 equipped trucks often greatly exceed the recommended horsepower and load ratings for their vehicle. We have seen these trucks with engines putting out over 500 horsepower and 1,000 ft-lbs. of torque. We have also seen combined truck and trailer weights exceeding 40,000 lbs.. Now, when you consider the NV4500 is rated for up to 460 ft-lbs. of torque and 19,000 lbs. combined truck and trailer weight, you can see why part of the responsibility for transmission problems must rest on the shoulders of truck owners who grossly exceed the vehicle design limits and insist on making their ¾ or 1 ton work like a 2 or 3 ton truck Mainshaft Types and Weak Points To support the 5th gear, the factory mainshaft has both a splined area to transmit torque and a smooth machined surface for the fully internal splined gear to press onto. The end of the mainshaft is drilled and tapped for a pull rod so the gear may be pressed on the shaft without damaging other components inside the transmission. With this type of shaft, only the tips of the gear splines are in contact with machined support surface of the shaft. This area is also directly under the gear teeth. Over time, the gear splines will actually wear into the shaft. As this wear continues, the fit between the gear and shaft becomes progressively looser. At this point, every 103

108 time you accelerate or decelerate in fifth gear, the gear moves back and forth between drive and coast. This back and forth motion against the nut is what eventfully causes the nut to back off. Since the mainshaft bearing is inboard of the gear, the transmission will usually operate in all other speeds. Stock New Venture mainshafts from Dodge NV4500HD transmissions. The top shaft had the typical fifth gear failure. The splines are worn and you can see the wear marks in the support surface to the right of the splines. The lower shaft is a new takeout in perfect condition. Note, the support surface is smooth The aftermarket introduced two types of imported mainshafts with near full length splines in an attempt to remedy the problems experienced with the factory shafts. The splines on these shafts are considered flexible in the sense the gear is not supported by pilot rings at either end so it can flex, or rock under load. Both styles are used with the same fifth gear design as original equipment. These shaft are most often sold with an aftermarket mainshaft nut that has two setscrews. First on the market was a shaft with splines that were made to provide a fairly light interference or press fit with the gear splines. This shaft design was introduced by Blumenthal Manufacturing of Oklahoma City. Next on the market was a shaft made for gear wholesaler Midwest Transmission of Zumbrota, MN. With this design, the shaft splines are near full length, but machined to be a slip fit with the gear. This shaft is grooved to allow a 3 piece thrust washer to be inserted between the gear and retaining nut. Both of these shaft designs received tremendous positive press coverage as permanent cures for 5th gear failures and were enthusiastically sold by almost everyone in the transmission repair business including us. Unfortunately, great confidence in these designs has not proven to be fully justified. While the percentage of 5th gear and related failures is probably lower with either full spline shaft design in comparison to the factory shafts, the cold truth is full spline shaft failures are occurring. With the press fit type full spline shaft, gear failures are identical to the original equipment shaft. In other words, the gear loosens up on the shaft and eventfully works the nut off the threads. To have any chance of keeping fifth gear in place, the press fit between the shaft splines and gear splines with this type of shaft must be quite tight. We rejected nearly 50% of the shafts we bought of this design because they did not provide a tight enough fit with the gear. Long before we ever even heard of any failures with this type of shaft, I discussed the importance of accurate machining with the importer and the need to increase the spline contact to 104

109 prevent the same types of problems we had with the factory shafts. Full Spline Shaft with Light Press Fit Splines Full Spline Shaft with Light Press Fit Splines The other full spline shaft utilizes a thrust washer between the gear and nut. With this design, I know of no instances were the nut backed off. On the downside, this shaft was designed so the 5th gear will easily slip onto the shaft. This slip fit means the gear and shaft splines may eventfully wear themselves away, at which point you could lose fifth even though the nut is still in place. This is a very noisy failure as the spline nubs jump over each other, plus all the worn away spline material contaminates your oil. There is one other major issue with this shaft. A secondary function of the fifth gear is to keep the mainshaft rear bearing tight against a thrust washer. With this shaft design, the loose fitting gear cannot hold the bearing tight. If this bearing is not held tight, it tends to wear into the shaft and thrust washer which increases endplay. Excessive end-play can lead to shifting problems, shaft misalignment, and catastrophic failure. This style of shaft is somewhat weaker than other designs due to the reduced shaft diameter at the thrust washer groove. Breakage is not common, but it does occasionally snap in high load situations. Despite the potential shortcomings, this shaft design is very popular with both professional rebuilders and shade tree mechanics because assembly is fast and easy without any press tools. The Surprise Culprit Is.. The 5th gear splines used on all NV4500 transmissions are of side fit, involute configuration. Involute splines are self-centering, have curved sides, and offer greater torquetransmitting capacity than any other type. Side fit means only a portion of the flanks of each spline are in contact with the mating spline and it is this characteristic that is culprit #1 in the Case of the Lost 5th Gear. Side fit, involute splines are widely used and well proven for transmitting inline torque. Common examples include input shafts, output shafts, synchronizer hubs, transfer case chain sprockets, propeller shaft slip yokes, pinion yokes, and axle shafts. This spline style is not often used 105

110 to transmit torque in applications were the torque input is from the side as is the case of the NV4500 mainshaft fifth gear, unless there is some type of additional support (such as pilot rings) to prevent the gear from rocking on the shaft. None of the previously discussed mainshafts use any type of ring or pilot to prevent axial movements occurring under load although the factory gear does derive some weak support from the unsplined portion of the shaft. If you take a magnifying glass and view a cross section of a 5th gear pressed on the mainshaft splines, you will clearly see the no-contact areas between the tips of each spline and the root of the matching spline. You can also see how short the contact surface is between mating splines. The 5th gear to mainshaft contact area of the mating splines is less than.040 high. The unsupported, no-contact areas or voids, are greater than 1/2 the distance from the minor diameter of the shaft to the major diameter of the gear. With both the factory and full spline shafts these unsupported areas are where wear and eventual failure begin. Such movement will be minute at first, but over time it will increase as the matching parts wear. To eliminate movement, we must have effective and rigid support for the 5th gear. To do this we need to change the design of the shaft, gear, and retaining nut. Now, lets turn our attention back to the much maligned factory mainshaft with it s partial 5th gear spline. These shafts have a spline length of just under ¾. In addition, for additional gear support there is a smooth machined surface just over 1 long. For manufacturing reasons, there are also reduced diameter areas between the splines and support surface and between these two features and adjacent portions of the shaft. The matching gear (which is also used on both full spline shafts) is 2.25 long with internal splines cut the length of the gear. The gear splines are beveled at each end. Many people assume New Venture choose partial splines over full splines because it was cheaper. The fact is it is more expensive to make a partial spline shaft. Why? The splines are rolled before the shaft is hardened. After the shaft is heat treated to harden it, the support surface is ground to a very, very precise dimension. New Venture could have saved money by rolling full length splines in the first place. So why didn t they? Well, I can t be sure, but a comment made to me by a New Venture engineer about the importance of keeping 5th gear concentric on the shaft had to be a consideration. New Venture tried to use the gear splines pressed onto a smooth support surface instead of pilot rings. This approach is reasonably effective with gas engines and moderate loads. However, with diesels, the engine harmonics and horsepower in heavy duty applications creates loads beyond what this design can handle without wear given the shaft size. With a factory mainshaft and gear, you typically lose 5th gear when the gear splines have worn into the shaft to the point where repeated axial gear movement works the nut free. New Venture tried to fix the problem by addressing the consequence (by changing the nut design) of the gear working loose, instead of the cause (insufficient gear support). End result: A big problem and a bad reputation for an otherwise excellent transmission. 106

111 Cross-section view of 5th gear pressed over unsplined portion of factory shaft. Look through magnifying glass and note how splines have already slightly indented shaft when pressed on. Now, let s take a look at the press fit, full spline shaft. The theory here is longer splines are better, but the side contact, flexible spline with it s limited spline to spline contact and large unsupported areas makes this design subject to the same types of failure as experienced with the factory mainshaft. Some support can be derived by having a very tight fit between the gear and shaft. However, with the average fit, premature failure is a distinct possibility. The concept of the thrust washer style full spline shaft is simple. The design assumes the gear is going to come loose anyway, so they grooved the shaft to accept a split thrust washer between the gear and nut. With this design the thrust washer will probably keep the nut on. The problem here is the designers concentrated on preventing the nut from backing off and ease of assembly. In this they were successful, however, by making the shaft so fifth gear and the rear bearing would be a slip fit, wear and fretting is almost guaranteed. Result: potential for reduced service life. Spline Cross Sections Showing Progressive Wear. (top right) New, unworn involute splines. Note the sides of the teeth are slightly curved. Also note the tips are slightly concave from being roll formed. (bottom left) Typical wear found on a factory shaft or press fit full spline shaft after the second failure when a gear was just reinstalled to temporarily return the transmission to service. Note the spline is worn almost to a knife edge. (bottom right) Worn off splines typical of thrust washer type full spline shafts when the gear jumps the splines. The matching gear splines are similarly worn. 107

112 Close-up of groove and thrust washer style, full spline mainshaft. One split washer is removed to show detail. Thrust Washer Style Mainshaft broken off at Thrust Washer Groove Comparison to Ford ZF42 and ZF47 So far, we have only talked about the NV4500 in GM and Dodge vehicles. How did they stack up against the contemporary Ford ZF42 and ZF47 5 speeds? These transmissions have many durability issues, but loosing fifth gear isn t one of the common ones. Unlike the 4500 with its fixed mainshaft gear and bearing supported countershaft gear, the ZF s used an extremely tight, press fit between the gear and countershaft with no splines or keys. On the mainshaft, the gear is supported by a two piece bearing. The rear output bearing is outboard of the gear. The bearing is held in place by a snap ring on 4x4 models or the rear output yoke on 4x2 trucks. Since the bearing is outboard of the gear, lateral gear movement is limited. To be sure, most of the Ford Diesels coupled to these transmissions were rather anemic compared to the Cummins, but the fact is the basic 5th gear design was more trouble free than the NV4500. What Next? So, you ask Is there any solution to this #&*! problem besides a different truck and/or transmission? Well, yes there is. The answer is pretty simple (increase gear support), but it required redesigning the mainshaft, gear, and retention system. The Challenge The root cause of NV4500 mainshaft fifth gear failures is simply insufficient support for the fifth gear under real world conditions. The solution is also simple, increase support. To provide a practical and customer installable design at a reasonable cost was the challenge. We also wanted to offer the improved design for all NV4500 transmissions including GM and Dodge light duty models. 108

113 New Design Features First off, we knew we had to use a partial, fixed spline shaft to eliminate the rocking motion of the gear that plagues all previous mainshaft designs. The unsplined area is increased in diameter to a size larger than the shaft splines. This gear design was modified from a full spline to a partial spline. The area without splines is precision machined to provide an interference or press fit with the larger diameter, unsplined area on the mainshaft. Depending upon application, the gear may be shorter or longer than stock. The rear gear face for most applications is modified to accept a pilot ring. The rear single lock nut is replaced by either a double or triple nut retaining system. The outer nut is a lock nut. The inner nut may be flat or incorporate a pilot ring depending upon application. A hardened, tanged thrust washer is also used. To increase holding power and decrease the chance of vibration induced fretting, we use several Permatex locking compounds with 3,000-4,000 psi. shear strengths. Our Patent Pending design is known as the Torque King. The Patent Pending Torque King eliminates NV4500 5th gear failures A B C D E F A. Longer Splines (left arrow) Shaft Pilot (right arrow) B. Counterbore under gear teeth (fits A) C. Inner nut with machined pilot ring D. Hardened Anti-Rotation Washer E. Center Nut F. Outer nut with lip to stake in key slot Benefits of the Torque King What s all this mean to you? Dependability and reliable performance unmatched by any other NV4500 mainshaft/gear design. With the Torque King design, the splines have one function and one function only; to transmit torque from the gear to the mainshaft. The gear is supported and kept concentric on the mainshaft by press fits between the smooth gear bores and supporting rings. With this design, the troublesome axial movements and wear that cause factory and full spline shaft failures are eliminated. Under identical service conditions, a transmission with the Torque King will provide longer and more trouble free service than any factory or full spline mainshaft. Less downtime and longer life make the Torque King the most cost effective way to keep your NV4500 equipped truck in service. Whether you rely on your truck for commuting, work, or touring, you can put your mind at ease about 5th gear failures with the Torque King : the mainshaft and fifth gear system designed and built to last! With Torque King matched shaft and gears sets, the splines have only one function: transmit torque. The gear is rigidly supported by pilots. Close-up of Inner Nut shows how pilot ring is machined as part of the hardened inner nut. This ring fits a very accurately machined, matching counterbore in the rear of the gear. Torque King gears for most Dodge applications use fixed splines with a long pilot ring under the gear teeth and a short pilot on the nut as shown here. GM applications are piloted under the gear teeth only due to design differences on GM NV4500 transmissions. 109

114 Catastrophic Manual Transmission Failures A Dan the Gear Man Tech Article Catastrophic manual transmission failures are an expensive headache you can happily do without. Blowing your transmission apart while towing a heavy trailer at 70 mph is dangerous and very, very inconvenient. As you walk home or wait for the tow truck, you can ponder the sad fact that most catastrophic failures are easily preventable. The worst killer of manual transmissions we see on Dodge Turbo-Diesel trucks is a small, often overlooked, $10 part that is not even part of the transmission. The pilot bearing or bushing is pressed into the flywheel. It s function is to support the forward end of the transmission input shaft, keep the clutch disc centered on the flywheel, and allow the input shaft and flywheel to rotate independently of each other when the clutch is disengaged. Dodge used a thin bronze pilot bushing on trucks and a small, needle type pilot bearing from 1994 on. Stock Dodge Open Needle Bearing (Ford, GM and Jeep similar) When a pilot bushing/bearing gets worn oversize or disintegrates, you may experience erratic clutch performance and/or shifting problems because the front of the transmission input shaft is essentially free floating. With a failed pilot, your transmission input shaft is no longer held in rigid alignment with the mainshaft and counter shaft. The gear on the input shaft transmits full engine power to the countershaft in all gears except direct (4th on a 5speed, and 5th on a 6 speed) so any misalignment will cause that power to be transferred from gear to gear with inadequate tooth contact. Given time, metal fatigue will weaken the gears until a catastrophic failure occurs. Broken input gear and counter shaft driven gear from NV4500HD operated with failed pilot bearing Over the years we have tried various types of metal bushings, Kevlar bushings, needle bearings, and ball bearings in an effort to find the permanent fix. None of the metal or Kevlar bushings we tried consistently performed satisfactorily in Montana and Wyoming due, I believe, to dust, 110

115 dirt, and grit getting between the bushing and shaft. The original, single seal pilot bearing Dodge introduced for the 1994 s quickly lost it s lubricant and many failed within 50,000 miles. About 1998, Dodge started using a wider bearing with a seal on either side. This bearing appears to have at least twice the life of the original single seal bearing, but it is still less than the life of most clutches. We then tried boring the flywheels to accept standard 3/4 ID ball bearings. Much to our surprise, the thin inner race of standard series ball bearings quickly broke apart. Finally, when we were about ready to admit defeat, one of our suppliers sent us some ball bearings with thicker races. These special bearings (p/n QU51010) have performed flawlessly in every truck we installed them in. Lubrication related failures are often so severe that the transmission must be replaced with a new unit. Most lubrication related failures are totally preventable. Common causes include using the wrong oil, operating with insufficient lubricant, or going too long between oil changes. Over the years, we have worked on many transmissions that were run out of oil when the transmission oil level wasn t checked periodically. The 4x4 NV4500HD has a common problem with leaking rear seals, A loss of a couple of quarts or more will stop you about as quick as a landmine because no 5 or 6 speed manual transmission is very forgiving of high loads and low oil levels. Dodge 4x4 trucks equipped with performance enhanced engines, NV4500HD transmissions, and auxiliary two speeds, such as the Gear Venders or U.S. Gear Dual Drive units, may have problems with the aluminum transmission tailshaft housing cracking. The cracks may or may not cause oil leaks, but if they do, oil loss and subsequent bearing seizure is a certainty if not caught quickly. We recommend installing an optional, cast iron tailshaft housing on the NV4500HD whenever an auxiliary transmission is installed in a 4x4 truck. One of the laws of vehicle preventative maintenance states changing oil is cheaper than changing iron. Over the years, I have found few Dodge owners violate that rule with their Cummins engine, but many never apply it to the transmission. How often should you change the transmission oil? For most years, Dodge does not even have a recommended manual transmission oil change interval. However, back in 1993, Dodge did recommend changing the Syntorq LT transmission oil in NV4500 equipped trucks at 18,000 miles for severe service and 36,000 miles for normal service. Those intervals are what we recommend for all manual transmissions bolted behind a Cummins engine. If you use a manual transmission filter kit like our QK1000, which has powerful magnets combined with a simple, but astonishingly effective filter to cleanse the oil of both magnetic and non-magnetic particles, the oil change interval can be extended by 6,000 miles for severe duty, or 12,000 miles for normal service. The second most embarrassing way to wreck a transmission is by towing your truck with another vehicle (the MOST embarrassing way is to drain your tranny oil and then forget to refill it!). We have seen some spectacular examples of seized 4x4 transmissions that came out of towed trucks. The problem seems to be oil starvation because the mainshaft bearings do not get adequate lubrication when the counter shaft is not flinging oil throughout the transmission and newer Dodge service manuals recommend 4x4 vehicles only be towed if all the 111

116 wheels can be lifted off the ground using tow dollies. There are of course, other, even less common causes of catastrophic transmission failures. The infamous NV4500 fifth gear problem for instance, almost never causes a total failure the first time the gear backs the mainshaft nut off. However, the temporary fix of putting on a new nut and 5th gear (instead of replacing the mainshaft) often does lead to a major failure of either the transmission or transfer case. As a rule, the old 5th gear wore into the shaft. Once the shaft is worn, it will be impossible to keep the gear tight and concentric on the shaft. Since the gear is loose, it can t keep the rear mainshaft bearing tight against the reverse gear thrust washer. The bearing wears into the shaft and/or thrust washer which increases mainshaft endplay. When this happens, the transfer case input ball bearing is also supporting the transmission mainshaft which it can t do for long without failing itself. At that point, anything can happen and it won t be cheap to fix. If you are not very lucky, your wobbling fifth gear is going to break the fifth gear fork, pieces of which will get ground between the gears, which in turn will stop your transmission in a heart beat. Since they are mechanical devices, manual transmissions do occasionally have a catastrophic failure that is caused by a single defective factory part. Back in 1997, we had a brand new NV4500HD main case break after 200 miles from a casting flaw. However, such failures of original equipment parts are quite rare. The record on aftermarket parts for the NV4500 is not quite so good since there is a profusion of aftermarket parts available. Some are quite good and some are not. By practicing good preventative maintenance and paying close attention to subtle changes in the way your truck drives, you will probably never have first hand experience of a catastrophic transmission failure because you will detect the problem before it gets worse. If, however, you drive with the pedal to the metal, oblivious to everything except the road ahead and the tunes blasting from your stereo, you might want to keep the phone number of your favorite transmission repair shop close at hand. 112

117 Dodge Turbo-Diesel NV4500 Transmission/Clutch Replacement Install Tips: Check for seeps/leaks from the rear main seal. Use Rear Crank Installer Kit TS6000 (Available from 4x4tools.com), to quickly and easily install a new rear main seal. Check the condition of the clutch. Apply 242 Threadlocker to flywheel bolt threads. Torque flywheel bolts to 101 ftlbs.. When removing/reinstalling clutch to install pilot bearing, turn each bolt 1/4 turn at a time in an alternate criss-cross pattern. Lightly lubricate the input shaft splines with grease. Apply 242 blue Threadlocker to clutch cover bolt threads when reassembling clutch. Torque clutch bolts to 17 ft-lbs.. Fill NV4500 Transmissions with the correct amount of Castrol Syntorq LT 75w85w synthetic gear lubricant. Do not add any other type of lubricant to the transmission! Coat bearing retainer shaft that supports clutch release bearing with grease. Coat mating surfaces of bellhousing and transmission with a light coat of anti-seize. Apply 242 Threadlocker to bellhousing bolts. Bolt bellhousing to transmission. Torque bolts to 80 ft-lbs. Lubricate clutch pivot ball with a quality grease and install lever, release bearing, and lever retaining clip in bellhousing. Verify 2 dowel alignment pins are in place on engine and/or bellhousing. Coat outside of pins with anti-seize. Install transmission and bellhousing as an assembly. Torque bellhousing to engine bolts to 33 ft-lbs.. To prevent excessive heat build up and resultant wear, a brand new/rebuilt transmission requires a 500 mile break-in period. Do not exceed 60 mph for any length of time during the break-in period! This is particularly important when pulling heavy loads. After the transmission is past the 500 mile break-in period, use common sense when operating! High gear is a cruising gear, it is not a power gear! If you have to step harder on the accelerator to maintain speed, downshift to direct (4th/)! If equipped with the optional QK1000 filter kit, change the oil and filter every year or 25,000 miles which ever comes first. Cummins powered Dodge 4x4 trucks with NV4500HD transmissions that have experienced a fifth gear failure often have worn transfer case bearings. Be sure to check the transfer case input bearing for wear! Also, drain the transfer case oil. If it is dirty and full of metal, transfer case repair is warranted. Trouble shifting into gear particularly 1st, 2nd, or reverse from a standstill is almost always caused by insufficient clutch release. Other possible causes of hard shifting are: Wear on the under dash bushings, worn hydraulic system, warped clutch disc, uneven clutch cover finger height, wrong clutch, clutch disc installed backwards, defective clutch. Incorrect lubricant or damaged/defective synchronizer rings can also cause shifting problems in a newly rebuilt transmission. 113

118 Torque Specifications We Use in our Shop The following table shows the torque specifications and chemicals we use in performing clutch and/or transmission service on Dodge Diesel Trucks. We source this information from both Dodge and aftermarket service manuals. While we believe these figures to be accurate they are offered here only as a reference to what we do. We make no warranty as to the accuracy of this information. You are advised to source your torque values and chemical recommendations from the original equipment Dodge service manual for your particular vehicle! Fastener Wrench Size Torque Value (ft-lbs.) Threadlocker Anti-Seize Flywheel to Crank Bolt 18mm 101 Yes No Clutch Cover (Stock Bolt) 3/8 17 Yes No Clutch Cover (South Bend Bolt) 1/2 17 Yes No Bellhousing to Flywheel Housing 9/16 33 Yes No NV4500 to Bellhousing 3/4 80 Yes No Slave Cylinder 1/2 19 Yes No Mount Support to Transmission 5/8 50 Yes No Exhaust Support to NV mm 45 Yes No Mount to Steel Support 15mm Yes No Mount to Crossmember 15mm 45 Yes No Crossmember to Frame 13mm & 15 mm 50 No Yes Transfer Case to Transmission 9/ Yes No Transfer Case Shifter 5/ Yes No Vacuum Piping Screws 10mm No Yes Rear Propeller Shaft Bolts 5/16 22 Yes No Center Bearing Support (Early) 5/8 & 11/16 50 * * Center Bearing Bolts (Late) 13 and/or 15mm 50 * * Front CV to Transfer Case Bolts 5/8 65 Yes No Front Shaft to Front Axle 3/8 14 Yes No Skid Plate to Crossmember 15mm 30 No Yes Skid Plate Support to Frame 15mm 50 No Yes 98-up Transmission Tower 3/ Yes No 98-up Transmission Shift Lever 19mm Yes No Shift Knobs n/a No No Shift Knob Locknut 14mm or 15mm Yes No Shift Boot to Floor Screws 5/16 No Yes * We use Threadlocker on these fasteners unless the vehicle is operated in corrosive conditions, in which case we use anti-seize. 114

119 NV4500 Special Service Tools Description Tool Number Application Notes T27 Torx Bit QT9205 Dodge HD Mainshaft nut crossbolt 5/32 Hex Bit Socket Secure locally Dodge HD Mainshaft nut crossbolt 10mm 1/2 Drive Impact Socket Mainshaft Spline Wrench Used for in vehicle, Dodge mainshaft nut service Mainshaft Nut Wrench Mainshaft Nut Socket Rear Bearing and Gear Installer Standard Duty, ½ hardened rod Heavy Duty Rear Bearing and Gear Installer, 7/8 Rod with ½ stud Rear Bearing and Gear Installer Bearing Cup Installer Plate Driver Handle Countershaft Front Bearing Installer Countershaft Rear & Input Bearing/ Seal Installer QT1020 ALL Tailshaft housing bolts T2000 T2011 T2015 T2016 T2059 T2001 T2002 T2002 T2036 QT2028 T2003 T2027 T2045 T2057 T2034 T2037 T2046 T2057 T1802 T1823 T1802 or T1818 T1100 T Spline 4x4 31 Spline 4x2 30 Spline 4x2 23 Spline 4x4 29 Spline 4x4 Dodge HD Dodge LD GM 4x4 Dodge HD GM 4x4 With Damper Dodge 4x4 Dodge 4x2 GM 4x4 GM 4x2 Dodge 4x2 GM 4x4 Dodge 4x4 GM 4x2 w/fixed yoke Front Countershaft Input Countershaft Cap in front of case ½ drive all HD, late LD ½ drive NV4500HD ½ drive NV4500LD ½ drive NV4500LD ¾ drive all HD, late LD 29 & 31 Spline ½ drive 23 & 30 Spline ½ drive Without damper ½ drive 29 & 31 Spline ¾ drive ¾ drive Works on all GM 4x4 transmissions Also fits Dodge/GM 4x4 Also fits Dodge 4x4 Stud is replaceable Also Dodge 4x4 rear seal (M802011AP) Use flat side of either, QT1818 is preferred 8 14 Countershaft front cup T2004 ALL (LM102949CP) T2005 Countershaft rear Input Bearing Input Seal (LM501349HP) (M802048CP) (QU10120 or QU10126) Countershaft Support T2006 ALL Supports front of countershaft, when installing rear bearing 1-2 Synchronizer Support T2008 ALL Supports 1-2 Synchronizer hub during synchronizer assembly 115

120 NV4500 Special Service Tools Description Tool Number Application Notes Special Modified Heavy Duty Lock Ring Pliers Parallel Jaw Lock Ring Pliers QT2007SET QT2030 ALL Reverse Clutch Lock Ring All 1-2 synchronizer, third gear and 5th gear clutch lock rings Includes both modified and regular replaceable jaw sets Jaws open approximately 1.25 Also works on Dodge 4x2 Speedometer Gear Ring 3/16"x8" Punch QT9300 ALL 5th Shift Lug Roll Pin Bearing Cup Remover 5 pound Dead Blow Sledge Hammer QT9301 ALL Countershaft front cap and bearing cup QT9018 ALL Tailshaft housing removal and installation Base Puller Set QT2014 ALL Use with collets listed below Bearing Collet Jaws Use with QT2014 Input Bearing Cup Remover Jaw Set QT2017 QT2018 QT2019 QT2020 QT2022 QT2023 Mainshaft Rear Bearing Input Bearing (Bearing splitter also works) Countershaft Rear Bearing (Also QT2020) Countershaft Front OR Rear Bearing Dodge LD & GM Mainshaft 5th Gear Dodge HD Mainshaft 5th Gear QT2021 ALL Input Bearing Cup Use with QT2014 Output Nut Socket 1½ Hex GM 4x2 with fixed output yoke Shift Stub Remover/ Installer Dodge Shift Lever Press T Dodge QT2025 Output Seal Installer T2058 Dodge NV4500HD 4x2 Tailshaft Bushing Remover/Installer T2044 Dodge 4x2 NV4500HD Does not require separating shifter from stub Use with QT1100 Driver Handle Order Special Tools with the prefix T from: Order Special Tools with the prefix QT from: Do I need all the special tools listed to service my transmission? With the exception of a mainshaft nut wrench (GM 4x4 and all Dodge NV4500 models) and a rear bearing and gear installer (Torque King installation), you may find you already have some tools that might work for a one time job. Special tools are designed and made to do a specific job quickly and without damaging parts or causing other harm. A professional finds special tools save time and money in the long run. Spending money on tools that will save time and parts but may only be used once or twice is a difficult decision for the Shade Tree Mechanic. 116

121 4x4 Tech Repair Manuals, Videos, Special Tools and Torque King Kits 4X4 TECH INC. Available Online From These 4x4 Tech Inc. Websites: Torque King GOLD MAINSHAFT SET online at A B C D E F A. Longer Splines (left arrow) Shaft Pilot (right arrow) B. Counterbore under gear teeth (fits A) C. Inner nut with machined pilot ring D. Hardened Anti-Rotation Washer E. Center Nut F. Outer nut with lip to stake in key slot Special Service Tools that work on Your 4x4 online at Printed, Step-by-Step, Full Color, Photo Illustrated 4x4 Repair Manuals Downloadable 4x4 Repair Manuals Video Service Guides Pay a Dollar, Save an Hour Video Service Clips Tech Publications and Tech Articles online at 4x4repairmanuals.com and Some of the debris trapped by a QK1000 Filter Kit. Kit was installed on a NV4500HD that was run low on oil. This transmission was rebuildable largely because of the effectiveness of the QK1000! ORDER YOUR NV4500 Parts From: QUAD 4x4 website: Maximize the Life of your Transmission or Transfer Case by installing the QK1000 Manual Transmission & Transfer Case Filter Kit Protect your investment & extend the life of your gear boxes with our QK1000 Filter Kit! Bolts in place of PTO cover. Simple, yet astonishingly effective design cleanses your oil of both magnetic & non-magnetic particles! Includes spare filter and gaskets. Fits all makes of gear boxes with standard 6 bolt PTO covers! QK1000 Includes: filter housing & plate, 2 filter elements, 4 gaskets, 2 Class 35 Rare Earth magnets, RTV sealant, VHS installation video, & instructions. Made in U.S.A. About the Author Dan Guarino is among the world s top 4x4 drivetrain specialists with over 30 years of experience in 4x4 repair, parts sales, special tool manufacture, and parts design. He has written dozens of tech articles, instruction sheets and service manuals. Dan has directed and narrated numerous technical videos on 4x4 repair procedures, plus he has written nearly 100 web pages on 4x4 subjects which garner millions of hits every year. He also wrote Living in Pleasant Valleys, a non-fiction local bestseller about Carbon County, Montana. An avid outdoorsman, he takes every opportunity to wander the wilds of Montana and Wyoming with his wife and children.

122 4X4 TECH INC. TECHNICAL MANUAL TM1003 NV4500 TRANSMISSION SERVICE Rebuild Your NV4500 Transmission Yourself! Save $$$! Know the Job is done right! Take PRIDE in mastering the challenge! It s like having one of the world s Top 4x4 Specialists in your shop! FULL COLOR, Step by step coverage of: Disassembly Inspection Exploded Views Parts Identification Assembly Specifications Tool Recommendations Tech Articles and More! 4X4 TECH INC. Print & Downloadable 4x4 Technical Manuals & 4x4 Service Videos: 4x4 Special Service Tools: Torque King 4x4 Parts: Published by: Clear Creek Publishing To Order NV4500 Parts Contact: QUAD 4x4 YOUR SOURCE FOR Top Line 4x4: Axle Parts and Kits Brake Parts and Kits Cummins Engine Crank Vacuum Pump Seal Kits Driveshaft Kits and Universal Joints Manual Transmission Parts and Kits Steering Parts and Kits Transfer Case Parts and Kits Roberts, Montana