Installing the NV4.Overdrive Transmission.Installing the NV4.Overdrive Transmission.By Ceet. Warrior.I installed a New Venture Gear NV4.HD 5 speed manual transmission in place of the stock T1.Transmission gear ratios.The following are some of the transmissions that I feel are worth considering when performing an engine swap in a M37 or similar vehicle.F1. 00 2wd. The NV4.My freshly rebuilt 3.V8 provides awesome power around town and would motor powerfully down the highway, but was turning high revolutions at highway speeds.The addition of the fifth gear gives me a more comfortable cruise.I was turning 2. 80.RPM at 6. 0 MPH with the NV4.I now turn 2. 05.This is roughly equivalent to changing a 4.Ford 6 Speed Manual Transmission Ratios Chart' title='Ford 6 Speed Manual Transmission Ratios Chart' />Rebuilt manual transmissions, all new bearings, seals and syncro rings for cars and pickup trucks.Free troubleshooting help Ford 2Wheel Drive 4, 5 and 6 Speed Manual Transmissions.FORD 4Speed Manual Trucks.The BorgWarner T1819 and NP 435 are both wide ratio 4speeds.It should provide better fuel mileage and make my engine last longer.The transmission is a joy to drive, with tight, short throw shifts.I installed it in a 6.FE engine however, I am told that kits are available to install it in any Ford pickup with almost any manual transmission.It is not quite a bolt on sort of job as a new rear transmission mount needs to be built but this should not be a problem for most home shops.I purchased my NV4.Denver. It was the heavy duty model used by Dodge in their V1.Cummins Diesel trucks.To make the installation work with the adapter I purchased I had him change the input shaft to the standard duty shaft used by Dodge.The overall length of the standard shaft fit my bell housing and the adapter plate I used.It also allowed the use of a GM clutch plate.I purchased a new slip yoke to fit the heavy duty output shaft, and had a new driveshaft built, sleeved, and balanced with a Cummins size U joint yoke installed on the front and a standard F1.U joint on the rear.The driveshaft needed to be shortened as the NV4.T1. 8. They make a tail shaft for the NV4.I could not find one.I plan on adding an electronic speedometer to my truck.The NV4. 50. 0 will not bolt to the Ford bell housing, so I bought an adapter plate from Advanced Adapters their part number 7.This is a nicely machined aluminum plate with perfect fit bolt holes.The kit included all necessary bolts and a new pilot shaft bushing.The bushing did not fit my 3.I reused the original, drilling it out to of an inch so it would fit the slightly larger input shaft of the NV4.I used the stock flywheel, pressure plate, and throw out bearing.This meant that the stock clutch linkage did not require any modification.I did need to change the clutch plate for one with 1.I also replaced the throw out bearing and pressure plate with stock parts.This was not strictly required as I could have reused the old parts, but it seemed a good time to replace them.The installation can be done over a long weekend, not counting the time it takes to have the driveshaft modified.After buying various bolts and shop supplies my total cost for the install was around 7.With the 1. 10. 0 the transmission cost me the total cost for my project was around 1.The actual installation required a new transmission mount be fabricated, the hole in the transmission tunnel for the shifter to be relocated, and modifications to the GM clutch plate.The modification for the transmission mount took some thinking, but turned out simple to do.I took the original crossmember and flipped it over where the front became the back, and the bottom became the top.I used an FE motor mount as my rubber mount.The holes are 4 inches center to center, which is perfect for the NV4.I then measured height and chopped accordingly.Modifications to the GM clutch plate were required because the front of the hub would grind against the pilot bushing.I removed inch from the front of the hub.As you can tell from the picture below, the shifter for the NV4.T1. 8, but no so far back as to cause any clearance problems with the seat.I simply relocated the hole for the shifter, and patched the original hole.The pictures below show the patched transmission tunnel.The one on the left is the top, the right one shows the bottom.And, of course, the addition of new carpet completes the job, and makes it look like the transmission was stock to this truck.I have included my cost of this installation as a reference but your mileage will vary.The major cost I incurred was the transmission as I chose to buy a rebuilt unit from a rebuilder I trust.A good used transmission may be a considerable savings, as will a used slip yoke.I bought mine from the local driveline shop as it was the one item I forgot to get before I started the installation.The Dodge dealer wanted more than 2.Modification Costs.NV4. 50. 0 Transmission1.Adapter Kit. 26. 0Clutch Plate.Throw Out Bearing.Clutch Pressure Plate.Custom Built Drive Shaft.Output Slip Yoke.Used Shift Handle.Total1. 80. 0One item we should discuss is the type of oil used in the NV4.When this transmission was designed the manufacture was a wholly owned subsidiary of Chrysler.They specified that only Dodge brand oil be used in the transmission.When GM started installing the NV4.GM specified that only GM brand oil be used.It could be the same oil Dodge is selling, just in a different bottle.Both companies claim the use of any other oil will void the warranty.I do not know the position of each company regarding the use of the others oil.In any case I disagree with both companies.The Dodge brand is not synthetic and costs 1.I chose Royal Purple Maximum Life, a synthetic oil with better friction control and antiwear additives.It also cost 13 less than the dealer supplied oil.I did so not only because this oil exceeds the required GL4 rating, but also because I have family that has been running the same oil in their NV4.Dodge Ram with no problems.Needless to say, the type and brand oil that should be run in the NV4.You should do your own research and make an informed decision as to the oil you choose to run.One FTE member mentioned a problem he said was common to the NV4.He claimed that the 5th gear would come lose on its shaft, and eventually fall into the transmission case, causing catastrophic failure.I researched this on the Internet and found that there were a few such instances on trucks that regularly pull or haul heavy loads.The consensus was that when lugging the Cummins diesel below 1.RPM while in fifth gear the power pulses from the engine would loosen the retaining nut for the overdrive gear.Dodge addressed this problem in two technical Service Bulletins, TSB 2.TSB 2. 1 1. 0 9. They put an adhesive pad on the face of the retaining nut to glue it in place.There are also other aftermarket solutions to the problem.The first symptom of such a failure is that the operator has trouble shifting into fifth gear.I do not consider this to be a common problem, nor do I lug my engine.However, should I ever experience difficulty in shifting into 5th I will check this nut before I drive very far.Research on the Internet has yielded a wealth of information on the NV4.I have posted some of this below.I consider this information to be reliable however, I encourage you to do your own research on items critical to your conversion.The NV4. 50. 0 was first introduced by both Dodge and GM in 1.It was an option for and 1 ton GM trucks, while Dodge offered a standard duty NV4.Cummins diesel and their V1.The NV4. 50. 0 is rated for 4.There is also a NV3.It too is a 5 speed overdrive however, it is only rated for 3.I didnt think it would handle my 3.FE. The top loaded transmission has a cast iron case, with an aluminum shifter housing.It has PTO ports on both sides of the transmission.Gears are helical cut, in constant mesh, and fully synchronized.The 1 2 synchronizer uses a set of spring loaded flyweights in the synchronizer hub to govern shift speeds thus avoiding over revving the engine when down shifting from second to first.The case and internals are identical in all NV4.GMs with the difference between the Dodge standard and heavy duty units, and the GM units, being the input and output shafts.You can mix and match the different input and output shafts as needed for your application.In my conversion I used a Dodge standard duty input shaft and a Dodge heavy duty 2wd output shaft.The chart below can be used to find the best combination for your conversion.NV4. 50. 0GMDodge.Dodge HDMain Case.WD Tail Housing. 8.WD Tail Housing. 6 1.Output Yoke. Fixed.Slip 3. 1 spline 1 58 Slip.Input shaft stick out.Input shaft spline.Pilot Diameter. 5.Please note that Dodge did offer a 1.Unless you are lucky enough to find a used unit you will not be able to use your stock speedometer.Also, there is some question as to the Dodge standard duty output shaft being 3.Atlas 4 Speed Transfer Case Builder.Atlas 4 Speed Transfer Case Advance Adapters has built upon the proven design of the Atlas 2, to create the revolutionary Atlas 4sp.No other transfer case on the market today has 3 separate low range ratios built into a single unit.This transfer case was designed for the off road enthusiast that likes to tackle a large variety of terrain with one vehicle.Selecting one low range ratio that works well for mud, sand and rock crawling, is a compromise but the Atlas 4sp overcomes this limitation.One transfer case that is perfectly suited to any terrain that you may want to conquer.The 4. SP has essentially two parts.The first is the reduction housing.This housing holds a planetary assembly that has a gear ratio of 2.It has one shifter coming out of the top to select the desired range.The planetary is not a synchronized shift on the fly design and must be operated when the vehicle is stopped.The main case still retains the shift on the fly capability just like the standard Atlas.The reduction housing shifter is designed for a cable shifter.The second part of the 4.SP may look the same as the standard Atlas, but it does have some differences.The main case of the 4.SP is the same raw casting, but has some machining variations to make it into a 4.SP. The main case functions independently from the front reduction housing and retains all of the normal Atlas features front and rear outputs controlled independently, and the front only option.All of the gears are the same.The front output uses all of the same parts along with the cluster.The strength of this unit is not an issue.We use a planetary assembly that was originally run in a NP2.HD transfer case.The six planetary gear setup has proven its durability and has been used in countless heavy duty vehicles.Other attributes to the planetary assembly include a very quiet operation, easy shifting, and low rolling resistance.When all of this is put in front of a legendary Atlas Transfer Case, you get the best combination of gear ratios and reliability.The 4. SP units will fit nearly all applications that the standard Atlas will bolt to.These will include spline counts of 2.The unit has a circular bolt pattern on the front, identical to the one found in Jeep, Ford Dodge vehicles.We have a variety of different adapters available to retrofit the 4.SP into nearly any application.The twin sticks for the main unit can be either the standard linkage or the cable linkage.The standard linkage is offered in a variety of custom packages available for particular vehicles and can be modified to fit many custom applications.The installation of an Atlas 4 speed should be nearly the same as the standard Atlas 2 speed.The Atlas 4 speed is just a bit longer.We do not recommend flat towing vehicles equipped with the 4 speed due to the additional bearings used in the planetary housing.Since every Atlas transfer case is custom built to order, the unit will be customized to your vehicle.Please browse this site or give us a call to determine how to configure the ultimate transfer case, and have us build you one for your vehicle.Current Average Estimated Wait Time for New Orders 4 5 WeeksFlat Tow Options will begin to ship forth quarter of 2.Video Atlas 4 Speed Transfer Case.Advance Adapters has built upon the proven design of the Atlas 2, to create the revolutionary Atlas 4sp.No other transfer case on the market today has 3 separate low range ratios built into a single unit.This transfer case was designed for the off road enthusiast that likes to tackle a large variety of terrain with one vehicle.Selecting one low range ratio that works well for mud, sand and rock crawling, is a compromise but the Atlas 4sp overcomes this limitation.One transfer case that is perfectly suited to any terrain that you may want to conquer.The 4. SP has essentially two parts.The first is the reduction housing.This housing holds a planetary assembly that has a gear ratio of 2.It has one shifter coming out of the top to select the desired range.The planetary is not a synchronized shift on the fly design and must be operated when the vehicle is stopped.The main case still retains the shift on the fly capability just like the standard Atlas.The reduction housing shifter is designed for a cable shifter.The second part of the 4.SP may look the same as the standard Atlas, but it does have some differences.The main case of the 4.SP is the same raw casting, but has some machining variations to make it into a 4.SP. The main case functions independently from the front reduction housing and retains all of the normal Atlas features front and rear outputs controlled independently, and the front only option.All of the gears are the same.The front output uses all of the same parts along with the cluster.The strength of this unit is not an issue.We use a planetary assembly that was originally run in a NP2.HD transfer case.The six planetary gear setup has proven its durability and has been used in countless heavy duty vehicles.Other attributes to the planetary assembly include a very quiet operation, easy shifting, and low rolling resistance.When all of this is put in front of a legendary Atlas Transfer Case, you get the best combination of gear ratios and reliability.The 4. SP units will fit nearly all applications that the standard Atlas will bolt to.These will include spline counts of 2.The unit has a circular bolt pattern on the front, identical to the one found in Jeep, Ford Dodge vehicles.We have a variety of different adapters available to retrofit the 4.SP into nearly any application.The twin sticks for the main unit can be either the standard linkage or the cable linkage.The standard linkage is offered in a variety of custom packages available for particular vehicles and can be modified to fit many custom applications.The installation of an Atlas 4 speed should be nearly the same as the standard Atlas 2 speed.The Atlas 4 speed is just a bit longer.We do not recommend flat towing vehicles equipped with the 4 speed due to the additional bearings used in the planetary housing.Since every Atlas transfer case is custom built to order, the unit will be customized to your vehicle.Please browse this site or give us a call to determine how to configure the ultimate transfer case, and have us build you one for your vehicle.CASE Material 3. T6 Heat Treated Aluminum Weight 1.INTERNAL COMPONENTS Gears Helical Cut Planetary Gears 6 Gears Helical Cut Bearings Needle Taper Rollers Synchronizers Borg Warner Available Input Shaft Splines 2.Tail Shaft H. D., 3.Spline Front Output 3.Spline RATIOS Low Range 1.High Range 1 1 LUBRICATION Quarts 2.Liters 2. 3. 6 We are currently shipping Redline 7.W 9. 0 GL4 with all new Atlas units, this along with the other lubricants that are printed in our Atlas Installation Guide are the recommended fluids for the Atlas.LENGTH COMPARISON Atlas Short tailhousing is 1.Atlas Long tailhousing is 1.New Process 2. 31 is 2.New Process 2. 41 Rock Trac TC is 1.Dana 3. 00, 1. 2 Choosing a Gear Set Since there are numerous engine, transmission, and axle combinations, the need for various transfer case gearing options has increased.The 2 speed Atlas transfer case now has 6 different low gearing options to suit the needs of your driving habits and your drivetrain components.Along with the these different Atlas 2 speed ratio options, we are now producing our new 4 speed Atlas transfer case.The 4 speed Atlas gives you 3 low ranges 1 high range a few more choices when it comes to 4 wheeling.You can now have the ultra low gearing for rock crawling, a low range gear for trail use, and mid range for sand and mud.Whether youre looking at the 2 speed Atlas or the 4 speed Atlas, your ratio options will be diverse.The wide variety of Atlas gear ratio options have been designed to accommodate any type of drivetrain combination.Please be aware that the lower the final drive ratio gets, the harder it is to stop the vehicle when in gear.Larger brakes will be required to slow the vehicle.Shifting the transmission into neutral on an automatic or depressing the clutch on a manual will be required to bring your vehicle to a complete stop.Atlas 2 Speed Ratios.This is a newer ratio that looks like it will be more popular for the 4 speed and used in quite a few competition rigs as a 2 speed. 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