NV5000 replacement for NV4500

[kennyw]

I saw this today, about $3-4K for a new transmission if I am reading their website right. Primarily targeting the Dodge cummins/V10 applications.

NV5000 Transmission Is Replacing the NV4500

Today, the NV5000 is set to replace the NV4500 as the best new transmission on the market. Learn More!

www.midwesttrans.com

 

[muddybuddy]

Wonder if it would have smoother shifts. Presumably it would if they are advertising it as “better” than a 4500

 

[Wes Harden]

torque king was pimping that or 1 similar last month

 

[Chickntrk]

I think the “better” is the elimination of the 5th gear nut issue….at least that’s what torque king was pushing….way better price that the tremec TR4050 though.

 

[ZooMad75]

I got the email from torque king earlier about that unit. They did say a Gm version is in the works.

Is it worth the coin? Probably, though I’m happy with my 4500 to not want to change it.

The big difference I see is 5th gear is inside the main housing unlike the 4500 being outside in the extension housing. It eliminates the nut holding the 5th gear synchro assembly from moving.

In all my experience at the dealer and personally I’ve only come across one that actually popped out of 5th under load or at all. It was an an old ranchers truck with over 200k on it. The truck was beat like most ranch trucks I’ve ever seen. We ended up replacing it with an assembly as the sum of the parts plus labor exceeded the assembly. I kept the core and let Larry take it for his K10. It went in with an advance adapter to allow a figure 8 205 to mount up to the 4500. The kicker was the adapter required shortening the output of the 4500 some 4-5” and replaced the 5h gear nut with a clamshell bolt on collar to retain 5th so we weren’t worried about the nut backing off.

I’ve not had another one do that. Though I’m not willing to dump that much on a new unproven unit myself.

 

[ZooMad75]

I got the email from torque king earlier about that unit. They did say a Gm version is in the works.

Is it worth the coin? Probably, though I’m happy with my 4500 to not want to change it.

The big difference I see is 5th gear is inside the main housing unlike the 4500 being outside in the extension housing. It eliminates the nut holding the 5th gear synchro assembly from moving.

In all my experience at the dealer and personally I’ve only come across one that actually popped out of 5th under load or at all. It was an an old ranchers truck with over 200k on it. The truck was beat like most ranch trucks I’ve ever seen. We ended up replacing it with an assembly as the sum of the parts plus labor exceeded the assembly. I kept the core and let Larry take it for his K10. It went in with an advance adapter to allow a figure 8 205 to mount up to the 4500. The kicker was the adapter required shortening the output of the 4500 some 4-5” and replaced the 5h gear nut with a clamshell bolt on collar to retain 5th so we weren’t worried about the nut backing off.

I’ve not had another one do that. Though I’m not willing to dump that much on a new unproven unit myself.

 

[kennyw]

I got the email from torque king earlier about that unit. They did say a Gm version is in the works.

Is it worth the coin? Probably, though I’m happy with my 4500 to not want to change it.

The big difference I see is 5th gear is inside the main housing unlike the 4500 being outside in the extension housing. It eliminates the nut holding the 5th gear synchro assembly from moving.

In all my experience at the dealer and personally I’ve only come across one that actually popped out of 5th under load or at all. It was an an old ranchers truck with over 200k on it. The truck was beat like most ranch trucks I’ve ever seen. We ended up replacing it with an assembly as the sum of the parts plus labor exceeded the assembly. I kept the core and let Larry take it for his K10. It went in with an advance adapter to allow a figure 8 205 to mount up to the 4500. The kicker was the adapter required shortening the output of the 4500 some 4-5” and replaced the 5h gear nut with a clamshell bolt on collar to retain 5th so we weren’t worried about the nut backing off.

I’ve not had another one do that. Though I’m not willing to dump that much on a new unproven unit myself.

The nut backing off was only common behind the 6BT in the Dodge trucks. I have never seen one of the GM units do that, but they were always behind motors with a lot less torque.

 

[ZooMad75]

The nut backing off was only common behind the 6BT in the Dodge trucks. I have never seen one of the GM units do that, but they were always behind motors with a lot less torque.

The one I’m in my example was behind a 6.0ls. But the bazillion miles on it might have more to do with it than the torque production of the 6.0.

 

[USSkoval]

I had always assumed that it had more to do with the rattling/shaking of the diesel, than it did with torque output.

 

[Fastereddie]

I had always assumed that it had more to do with the rattling/shaking of the diesel, than it did with torque output.

Correct. The little cummins r2.4 did that to a couple nv3500’s on a buddies jeep

 

[tarussell]

I had always assumed that it had more to do with the rattling/shaking of the diesel, than it did with torque output.

Agreed on the harmonics of a hard working diesel at low RPM’s is the culprit in most of these failures.

I’ve only ever seen two GM applications ( both were mid-nineties 3500HD rollback/wheel lift combo wreckers ) with 6.5 T/D’s that were way over worked and overloaded constantly with drivers that didn’t give a damn and lugged the motors without mercy in O/D ( one truck had 5.13’s and the other had 4.63’s ) - the 4.63 truck lost the fifth gear nut first mileage wise.
All other NVG4500 O/D nut issues were 6BT related - some even after the initial “fix” update. The later fixes worked better.

 

[tRustyK5]

The NV4500's behind the GM diesels had a harmonic balancer behind 5th gear. Pretty much no way for 5th to work/fret against the nut.

Back in the day I got a freebie NV4500 that had grenaded itself. Had a slight leak from somewhere, input starved for oil under load and it ate itself. I spent pretty much exactly what a good NV4500 would have cost to fix it, but I learned a ton. Aside from 5th gear nut issues, I feel the fill hole level is too low. Even when "full" it's dangerously close to oil starving the input.

 

[Fastereddie]

The NV4500's behind the GM diesels had a harmonic balancer behind 5th gear. Pretty much no way for 5th to work/fret against the nut.

Back in the day I got a freebie NV4500 that had grenaded itself. Had a slight leak from somewhere, input starved for oil under load and it ate itself. I spent pretty much exactly what a good NV4500 would have cost to fix it, but I learned a ton. Aside from 5th gear nut issues, I feel the fill hole level is too low. Even when "full" it's dangerously close to oil starving the input.

I believe it’s basically considered normal to “overfill” it by 1/2 to 1 qts. because of that issue correct?

 

[tRustyK5]

Yes

 

[tarussell]

I believe it’s basically considered normal to “overfill” it by 1/2 to 1 qts. because of that issue correct?

I do recall a dampener on those - any which way the O/D gears were wiped out on those two trucks; the nut may have not been the culprit - might have just been the extreme abuse that caused both failures.