Converting NV4500 to NV5600
From : carolina watercraft works
Q: however regardless of whether youre the 1st owner or the 101st owner the federal 8-yr/80000 mile emissions system warranty including the catalytic convertor and the y-pipe ahead of it is covered 100% with no deductible and no exceptions unless youve been dumb enough to modify it. please remember to avail yourself of this warranty coverage along about year 7 of vehicle age or in the high 70k-mile range and have your cat checked. many of them do wear out before 8/80 and if replacement is needed this can save you several hundred bux. stevenospam@lusardi.de writes tom if you are the second owner you must get a form from your local dealer . fill that in and send it to chrysler with a $100 to extend the warranty. please note that it must be done within 30 days of the purchase. if you are not the 2nd owner or the sales date is longer than 30 days ago you are not eligable. steve i just bought a used 2003 dakota quad cab with 24000 miles on it. do i need to do anything special to be sure to get the 7 year/ 70000 extended drivetrain warranty tia tom .
Replies:
From : demon
bottom posting confusion perpetuated what have cows got to do with this midnight shark wrote top-posting fixed on sat 14 may 2005 132254 -0400 pizza girl expelled the following jesus was a disciple of the devil sent to sway the people away from god. neither exist so the point is moot. moot is a cool word.. but widely misused. -- odysseus .
From : carolina watercraft works
you dont happen to work for montana dodge or did it change names montana dodge did indeed change its name to lithia dodge and while its the same place where i bought my 04.5 cummins i dont work for them. i do commercial refrigeration with a bit of hvac and welding thrown in. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : carolina watercraft works
hey nate the first time we did the beartooth was in 98 in the old 84 b-350 the 360 was gasping pretty hard at the top the next year we did it in the 93 grandam w. the quad4 much more fun we did the chief joseph from s to n dont know how it is n to s looks like it would be a bit more dramatic also in 2000 did monarch pass near salida co in our old 86 ranger first year for fi on the 2.9 wont adapt more than about 6000 ft last march we did a quick one-week-er to the big horn basin and back the 91 die-nasty didnt miss a beat in 4k in 7 days the 3.3 /a604 is a winning combo g .
From : demon
heres a screaming side-by-side comparison. nv4500 top nv5600 bottom http//members.shaw.ca/luke76/photos/nv45005600.jpg hhmm....good info i guess. but please explain what you mean by endloader. it is my understanding that the differences are basically in the bell housing larger shafts and longer overall assembly which will necessitate changing the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... and by rearloader i meant endloader gearbox. .
From : demon
not really knocking noise...like it has play in it.... .
From : carolina watercraft works
one of my favorite roads next to the beartooth highway. and its all in our backyard when we retire weve got some land near cody wy. im up in billings but do a lot of work down in cody. in general there arent many places in wyoming where id like to be but i could stay in cody. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : carolina watercraft works
i see what youre getting at now. you dont care how the cases are constructed just the physical size differences for swapping one with the other. so when you said the cases are the same you were just ignorant to the fact that they are not at all the same. your statement the input shaft and output shaft are in the same location as well so it should just be a matter of modifications to a few parts to fit. i find pretty funny. so you want to try and swap internals from a 4500 to a 5600 good luck with that. for starters the overdrive on the 4500 is out the back of the main case. thus the problem with the 5th gear nut backing off. the 5600 overdrive is on the main shaft in the front of the case. then none of the gears would be swapable that would put the gear ratios out. and the syncros why would you even want to swap those. or are you just talking about modifying a few parts on the truck to be able to swap them the 5600 is 5 1/2 longer than a 4500. so rear driveshaft needs to be cut and front needs to be lengthened. if you use a pre-99 nv5600 youll have the weaker version of it. it will have a 1 1/4 12spline input shaft with a 12.25 clutch and a smaller pilot bearing. the 2000+ model year nv5600s have an upgraded input shaft at 1 3/8 10 spline that uses a 13 clutch and slightly larger pilot bearing. if you end up useing a 24valve flywheel youll need the 3/4 aluminum spacer for the starter. or use a 12valve crossover flywheel thats pre-drilled for the 13 clutch then you dont need the starter spacer. lots of people have done the swap theres nothing new there. myself im in the process of putting an 01 nv5600 13clutch behind a 95 12 valve. thats what i thought you meant. the shifter comes out in the same location on both trannies....thats the main point with regards to ability to fit. doesnt matter to me how it is disassembled...thatd happen when its out of the body anyway. the input shaft and output shaft are in the same location as well so it should just be a matter of modifications to a few parts to fit. from info that has been sent to me so far i may just need an adapter plate for the bell housing and modify the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... 4500 - everything comes out the top shafts and all. unbolt the shifter then the coverplate which holds the shiftrails comes off the top. the whole top of the case is exposed. 5600 - you cant remove the top of the case. the rails and shafts come out the end. theres one link that was posted in this thread that shows pictures of both. its clear to see that each case is constructed very different. hhmm....good info i guess. but please explain what you mean by endloader. it is my understanding that the differences are basically in the bell housing larger shafts and longer overall assembly which will necessitate changing the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... and by rearloader i meant endloader gearbox. .
From : demon
i see what youre getting at now. you dont care how the cases are constructed just the physical size differences for swapping one with the other. exactly. so when you said the cases are the same you were just ignorant to the fact that they are not at all the same. no...no ignorance. just in your misunderstanding of what my plans are. your statement the input shaft and output shaft are in the same location as well so it should just be a matter of modifications to a few parts to fit. i find pretty funny. so you want to try and swap internals from a 4500 to a 5600 good luck with that. no one said anything about putting internals from a 56 into a 45. i think you again misunderstood. or are you just talking about modifying a few parts on the truck to be able to swap them thats exactly what my plans are. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... i see what youre getting at now. you dont care how the cases are constructed just the physical size differences for swapping one with the other. so when you said the cases are the same you were just ignorant to the fact that they are not at all the same. your statement the input shaft and output shaft are in the same location as well so it should just be a matter of modifications to a few parts to fit. i find pretty funny. so you want to try and swap internals from a 4500 to a 5600 good luck with that. for starters the overdrive on the 4500 is out the back of the main case. thus the problem with the 5th gear nut backing off. the 5600 overdrive is on the main shaft in the front of the case. then none of the gears would be swapable that would put the gear ratios out. and the syncros why would you even want to swap those. or are you just talking about modifying a few parts on the truck to be able to swap them the 5600 is 5 1/2 longer than a 4500. so rear driveshaft needs to be cut and front needs to be lengthened. if you use a pre-99 nv5600 youll have the weaker version of it. it will have a 1 1/4 12spline input shaft with a 12.25 clutch and a smaller pilot bearing. the 2000+ model year nv5600s have an upgraded input shaft at 1 3/8 10 spline that uses a 13 clutch and slightly larger pilot bearing. if you end up useing a 24valve flywheel youll need the 3/4 aluminum spacer for the starter. or use a 12valve crossover flywheel thats pre-drilled for the 13 clutch then you dont need the starter spacer. lots of people have done the swap theres nothing new there. myself im in the process of putting an 01 nv5600 13clutch behind a 95 12 valve. thats what i thought you meant. the shifter comes out in the same location on both trannies....thats the main point with regards to ability to fit. doesnt matter to me how it is disassembled...thatd happen when its out of the body anyway. the input shaft and output shaft are in the same location as well so it should just be a matter of modifications to a few parts to fit. from info that has been sent to me so far i may just need an adapter plate for the bell housing and modify the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... 4500 - everything comes out the top shafts and all. unbolt the shifter then the coverplate which holds the shiftrails comes off the top. the whole top of the case is exposed. 5600 - you cant remove the top of the case. the rails and shafts come out the end. theres one link that was posted in this thread that shows pictures of both. its clear to see that each case is constructed very different. hhmm....good info i guess. but please explain what you mean by endloader. it is my understanding that the differences are basically in the bell housing larger shafts and longer overall assembly which will necessitate changing the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... and by rearloader i meant endloader gearbox. .
From : demon
i have a lot of miles on my 44re transmission in a 97 dakota 4x4 with 5.2 eng. & wondered if a later model like the 45rfe or a 46re would work. or is it too much trouble the 45rfe is out of a 2002 with 4.7 eng. 4x4 44re transmission interchange .
From : demon
hhmm....good info i guess. but please explain what you mean by endloader. it is my understanding that the differences are basically in the bell housing larger shafts and longer overall assembly which will necessitate changing the lengths of the driveshafts. -- laszlo almasi carolina watercraft works inc. in the battle between money and love money will always triumph i may have to change my signature...... and by rearloader i meant endloader gearbox. .
From : demon
granville wrote our 99 durango is supposed to have anti lock brakes but im not sure if their working right. braking in a panic situation still leads to a rear wheel lock up even on dry pavement. i have already bled the brakes and add fresh fluid to the system and checked connections. any ideals as to what the engineers at dodge might have goofed on this time remember the ball joints did they ever work -- .bob try them on gravel. go about 30 mph and just stand on the brakes. al .
From : carolina watercraft works
yes it is a 4x4. the klunk occurs while in 2wd. .
From : roy
hey i thought you were gonna send me details of your move man and yes i do have high-speed connection steven if you got the skills to step up with the big dogs commercial rack systems consider a trip to montana soon. i got more work than i can do and cant seem to find refrigeration help. http//7slotgrille.com/multimedia/working.wmv 18 meg 5 minute video of me working on man shit right click and save target as. btw emails to you are returned as late as 3 days after being sent marked with account doesnt exist errors. -- nathan w. collier http//7slotgrille.com http//utilityoffroad.com .
From : carolina watercraft works
i would guess the rear wheel speed sensor in the rear axle how would this cause the abs and brake light to go onare they related on the same circuit the rear wheel speed sensor is part of the abs system. its actually the abs computer that provides vehicle speed data as read from the rear wheel sensor to the pcm which in turn drives the speedometer gauge. so when your rwss starts flaking out you not only get erratic speedometer function but the abs computer sees a differential between the rear wheels and the fronts and sets a fault which illuminates both lights. .
From : john kunkel
oops! sent that on the wrong circuit! please disregard! j haggerty wrote hey guys and girl! moms a little depressed that she hasnt received any cards from any of her kids and the only one thats tried to call her is brian. hope you guys are planning on wishing her a happy mothers day today! .
From : carolina watercraft works
i agree with you there i must not have been driving it right like greg said off a cliff!!!!!! no rabbit you can not spank me! how about if we all have our finest leather on as long as its heated leather!! ;^ mike denny .
From : carolina watercraft works
on sat 7 may 2005 204348 -0700 azwiley1 azwiley1@cox.net wrote to you bunch of mothers! hey! were mother truckers dude.. rofl mac please remove splinters before emailing .
From : tom lawrence
on mon 9 may 2005 195243 +0200 steve lusardi stevenospam@lusardi.de wrote peter there are such things and yes they work very well provided they have been installed correctly. their purpose is to counteract electrolytic corrosion. this occurs when dissimilar metals are in contact through an electrolite solution. they work by monitoring the electric potential difference between 2 points and creating a couterbalencing potential and appying it. for intstance if you take a bronze propeller and throw it in the ocean. then in a hundred years remove the propeller. there might be growth but the prop would be intact. take the same propeller place it on the end of a stainless shaft stick it on a boat in the same ocean and with the slightest electric leakage on that boat and the prop could be wasted away in a year. these systems prevent that from occurring. however i think they have dubious value in a car. steve i noticed a small black box inside engine compartment labeled body gard and computerized corrosion control module or smth to that effect. it was unplugged so i tried plugging it in and red light on the box came up... is this supposed to be factory-installed option didnt look like it i wonder how su
From : steve lusardi
peter there are such things and yes they work very well provided they have been installed correctly. their purpose is to counteract electrolytic corrosion. this occurs when dissimilar metals are in contact through an electrolite solution. they work by monitoring the electric potential difference between 2 points and creating a couterbalencing potential and appying it. for intstance if you take a bronze propeller and throw it in the ocean. then in a hundred years remove the propeller. there might be growth but the prop would be intact. take the same propeller place it on the end of a stainless shaft stick it on a boat in the same ocean and with the slightest electric leakage on that boat and the prop could be wasted away in a year. these systems prevent that from occurring. however i think they have dubious value in a car. steve i noticed a small black box inside engine compartment labeled body gard and computerized corrosion control module or smth to that effect. it was unplugged so i tried plugging it in and red light on the box came up... is this supposed to be factory-installed option didnt look like it i wonder how such a module can control corrosion and if it indeed can then why previous owner left it unplugged its durango 99 btw peter .
From : tom lawrence
arm for me and sufices to say im pretty sure he made the seal around the sector shaft leak by beating on the side of the old pitman arm while he was well sounds like he might have damaged the bearing which is letting the shaft move around which is opening up the seal. id pop by the local parts dept. and get a new roller bearing. you can take the old one out pretty easily with a long drift/punch try and use a brass drift so you dont score the bore and install a new one using a socket and an extension as a driver find a socket that matches the diameter of the bearing cage. autozone but for some reason we had pure hell getting that pitman arm to break loose and come off there. they can be tough sometimes. heat is usually much better than pounding on it. hopefully you/he put some anti-sieze on the splines when it went back on so you wont have the same headaches. .
From : carolina watercraft works
hhmm...maybe i need to find a 6 speed here and take it for a spin. hey! i thought nay-sayers werent allowed here anymore... now youre actually considering taking a contrary opinion im declaring shenanigans... .
From : carolina watercraft works
thanks dale. looks like i am nipping at the heels of all you old bastards! azwiley1 wrote lets see my dodge had 80k on it when i got rid of it and i had nothing but problems with it. my bow-tie rolled 150k and i have no problems with it. i did all the maintenance on the ram i do all of it on the bow-tie. nah i think i will stay with this one unless you all want to chip in and buy me a ram 3500 4x4 quad cab long bed dually with the cummins for me b-day tomorrow!!!!!! happy birthday you young fart dale .
From : big al
i dont know about your 4500 but my 4500 is smooth its slick and aluminum. it successfully worked against some significant loads on my 360 powered 1500 for years. my only complaint was the 3 - 4 backlash but it worked flawlessly. on my 04 3500 cummins dually my 5600 is hard work. it is much bigger and much heavier. the pilot shaft is 1.250 in diameter. the 4500 pilot shaft is .750. you will never blower or otherwise ever create the low rpm torque the 5600 is designed to handle with the 360. in full nascar trim you might see 600 ft lbs at 6200 rpm. a .750 pilot shaft will handle that just fine. i am not being negative. i am giving you damn good advice and i might add for free. now for the clutch thats a different story. the 360 clutch is weak and needs help but then again so does the 13 on the cummins. i can easy smoke both of them with just a little abuse. however if you are gentle and let them both hook up before applying power you can get by for thousands of miles. steve how about a dicussion about converting a 2500 qc 360 nv4500 manual over to a 6 speed nv5600. ive heard the driveshaft lengths are different and the flywheel. im considering going this route since ill be adding the procharger and a few other items in the not too distant future. so let the knowledge roll.... http//www.drivetrain.com/nv5600.html .
From : tom lawrence
how by adding an additional gear between low and 11 that youll probably just skip over anyway i agree here - i dont see the benefits at all... youre not going to put out enough power from a 360 to break the nv4500... those trannies ran just fine behind some pretty beefed-up cummins engines putting out way more torque than you could ever hope to muster with the 360 and the only real problem was with the 5th gear nut backing off due to high torque at low rpms vibrating the nut loose - another problem you wont have with a 360. . 222 300427 157879678dd5c2f7f2719856ea4476b229600d4@autoforumz.com i own a 2005 ram 1500. i am trying to install a device that requires me to tap into the ignition/acc wire does anyone know which wire that is there is a big red wire comming out of the stering colum is that it thanks ian -- posted using the http//www.autoforumz.com interface at authors request articles individually checked for conformance to usenet standards topic url http//www.autoforumz.com/dodge-ignition-acc-wire-ftopict119219.html visit topic url to contact author reg. reqd. report abuse http//www.autoforumz.com/eform.phpp=578796 .
From : nosey
on sat 7 may 2005 145024 -0400 roy roy@home.net wrote roy if you are using windows xp you should be able to right click on the folder and then click on send to and send it to your cd burner. you should also be able to drag the folder that has the pictures in it to your cd burner software. tom yup that was it. havent messed with it for some time and had a cramp. thanks. admit it bro.. it was a senior moment.. *eg* mac please remove splinters before emailing .
From : steve lusardi
on fri 06 may 2005 152840 -0700 oldtimer wrote i have heard it stated from some that the o2 sensors should be changed out at higher mileage even if they are not generating any trouble codes. i would like to hear others opinions on this. oldtimer i would yend to beleive that if they were generating no error codes then they are ok. jacob id have to vote with jacob on this one. auto parts are expensive and the labor even moreso. get all you can out of any service parts before replacing them. .