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4 speed manual overdrive?????

That Ranger unit is pretty cool.. and $1500 seems reasonable. I wonder how shifting it would feel with the shifter moved back 7"..
 
MaxPF said:
That problem was fixed by the early 80's, and the fix is quite easy to apply to earlier 465's. Furthermore, it doesn't usually harm the tranny, and the fix in relatively inexpensive.
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Ummm thats not entirely true... My 87 does it and it has the solid spacer instead of the snap ring that your speaking of. They still do it, and when they go go like mine has you cant just pop the PTO port off and tac the shaft and be good.

Aftermarket has made a whole newly designed syncro for 3rd thats upwards of $300 inorder to truly fix the problem.
 
am still trying to find a total length of the 203/205 combo to compare.
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ORD has a description on the web site that it's about the same as the full 203 length. You're only adding the gear box which is 6". And if your doing all that anyway, you'de probably be money ahead to get rid of the slip yoke and use a flange. You get some length back that way.

I can measure my doubler+nv4500 setup if you want. It's long but the rear shaft isn't that short, but it's shorter than the front shaft.
 
I'm not looking at doing the doubler, just trying to use that as a reference saying that the complete ranger/tranny/tc should be similar in length to the 465/doubler since someone asked about the length. Just using it as an example.

If you could measure your setup with a breakdown of each item that would be great. I am trying to compile a list of lengths of each to be able to easilly figure the total length of possible tranny/tc options for others.
 
I think the ranger/465/205 would also be close in length to a 700/208 within a few inches anyway. The length would deffinately work in a blazer. I am planning to use it instead of a 4500 and convert my slip yoke 205 to a fixed yoke.
 
NV4500's are pretty damn tough. Sure they split off 5th gear once in awhile but that is mostly behind modded diesels that tow heavy. I have spit 5th gear on my 98 Cummins once in 200K. I tow my 8000 lb trailer & rig with it a decent amount and the PO towed horse trailers with it. I have 40K on the fix since I spit it off and have had zero problems. My CTD is mild with about 300 HP & 600lbs of torque.

They say the major culprit for spitting 5th gear is lugging the trans down below 1500 rpm while towing. With a gas motor this would cause you to downshift, with a bombed diesel you just step on the gas harder.

As for the fluid costing $25/qt that is if you buy it from the dealer. You can use other fluids available from Amsoil or Redline in the NV4500 that are about $12/qt. I have been running the Amsoil fluid in my NV4500 for over 100K with no problems.

Harley

P.S. The NV4500 is about 10x less sloppy then an Sm465 and shifts a hell of alot smoother shifting.
 
I've seen some less than great results of using anything other than the dealer fluid. $50 difference between the dealer stuff and some other stuff isn't enough for me to take a chance...but to each his own right?

My NV4500/203/205 combo is 48" from bellhousing to center of the output yoke on the 205. this gives me a short rear shaft (around 31" or so)

Rene
 
77crewcab said:
I know, just wondering if anyone has any experience doing the 2 stick tango. Seems like it would be a little hard to get used too but not so bad once you did. Kinda like the dude in the video you posted with the Detroit driver. I think this is the way I will probably go in lieu of a 4500 after careful consideration.
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Which video was this? I didnt see it linked in this post. I'm curious.

I'm also budgeting in for a Ranger OD next spring. It's for the Tow rig and although it works fine in the flats of Kansas, we'll be traveling to Washington state next summer and it would be nice to get over the passes with as little effort as possible.
 
http://coloradok5.com/forums/showthread.php?t=238622

While this looks like a handful, I think a lot of his shifting is needed to keep his detroit in the power band. On a regular gas engine I don't think it would be needed. Sure you can use the gear splitting especially in the mountains but mostly it would be used for reaching cruise speed and through it into OD. For me anyway.
 
I think he split all the gears to show it. Old detroits can climb almost to 2500 RPM in stock form. I belive there should be enough power (read torque) to go through the 465 then shift into OD in the splitter.

HOWEVER! you could simplify that shifting with a simple air shifter(or elec.) it would be just like old 2 ton trucks with a 2 speed rear axle.

And as mentioned b4, with a gas engine, (or other diesels such as a 4BT, 6.2, 6.5, ect) it wouldnt be a problem. Yet you could still split gears to find that perfect gear/speed for whatever your doing.

Pretty cool stuff!
 
He's a truck driver if you check his other vidoes...probably just feels weird only having 8 forward gears.
 
If you do the ranger with a 203/205 doubler (assume long wheelbase) and twin stick the 205, you end up with 5 shifters. Keep blank knobs on all 5 and you have a built-in anti-theft design.
 
For what it's worth, the early Rangers (before AA bought them) were electric shift, as in two ton truck style shift switch. Having driven a lot of miles with both electric shift two/three speed aux/rears, and multi stick trannies, I would love to see AA bring back the electric shift Ranger.
 
So, I understand the concern about the nv4500 spittin out 5th. If i still am convinced that this is the tranny for me, do i have to get a nv4500 from a 4x4? do i need the transer case, or will the one behind my 700r4 work for me?
 
do i need the transer case, or will the one behind my 700r4 work for me
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The nv4500 has a 32spline output so you'de have to use a transfer case with a 32spline input gear or use some kind of adaptor if it didn't.
 
So how hard do you think it would be to run an air shift setup? JEGS and Summit both have generic kits, but is the Ranger easy enough for an air piston to move the linkage?
 
HarrisonTX said:
So, I understand the concern about the nv4500 spittin out 5th. If i still am convinced that this is the tranny for me, do i have to get a nv4500 from a 4x4? do i need the transer case, or will the one behind my 700r4 work for me?
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The 5th gear nut can back off on stock (mostly Dodge) NV4500's. There is no damage done and all that happens is you lose 5th gear. This is usually a problem on trucks that see a lot of towing.

There is an easy and cheap fix for it, especially if the trans is out of the truck.


Yes you need to get an NV4500 from a 4WD truck. As for which t-case to adapt to it, all the stock t-cases behind 4500's were driver's side drop.

You may be able to get a 4500/241 adapter and put a passenger drop 241 behind the 4500 (using 32 spline inputs and outputs, 1 ton Chevy stuff).
 
38377k5 said:
The 5th gear nut can back off on stock (mostly Dodge) NV4500's. There is no damage done and all that happens is you lose 5th gear. This is usually a problem on trucks that see a lot of towing.

There is an easy and cheap fix for it, especially if the trans is out of the truck.


Yes you need to get an NV4500 from a 4WD truck. As for which t-case to adapt to it, all the stock t-cases behind 4500's were driver's side drop.

You may be able to get a 4500/241 adapter and put a passenger drop 241 behind the 4500 (using 32 spline inputs and outputs, 1 ton Chevy stuff).
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great info man. I have changed from an auto to manual ('79 malibu t350 to super t-10) But i have never done a 4x4.
Also, im in Colorado, i bought my blazer about a month ago, then moved to colorado literally that same week. I will be flying to get it soon, So i cant exactly go look at it right now. (1986 blazer)

So, my k5 is passenger side drop, right? without a doubt i will need to get a new transfer case? is a "241 adapter" a stock part?

please excuse my ignorance, i have never owned a 4x4 before, and dont know too much about transfer cases, and the like..
thanks man
 
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