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NV4500 Transmission

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The Novak Guide to the

nv4500_transmissionThe NV4500 or New Venture Gear 4500 is a heavy-duty, manual shift, five-speed overdrive, longitudinally positioned transmission.


New Venture Gear was the somewhat unlikely merging of the two manual shift design & manufacturing divisions of General Motors and Chrysler Corp. The Muncie (or Stewart Muncie) division of GM and the New Process division of Chrysler became New Venture and one of the first fruits of this union was the NV4500.

The NV4500 was first released in Chevy / GM trucks from 1992 under GM RPO code MT8 and GM part #12346190. It was introduced into Dodge trucks in 1995. Though it has it roots as the New Process 4500 four-speed beginning as early as 1972 in Dodge trucks, its current incarnation as we know it today is quite different.


Some objectivity about the NV4500

When the NV4500 was released in the mid-nineties, the 4wd aftermarket and magazines latched on quickly. It was uncritically ballied as the silver bullet and cure-all to any 4wd powertrain problem. Phrases like "Ultimate 4wd Transmission" have been common.

As time and trial have shaken things down, the NV4500 trend is now seen by serious 4wd powertrain aficionados as a prime example of herd instinct. Many individuals have been left unsatisfied with the expense of their transmission investment vs. its benefits. The drawbacks have been:

Gearing: The NV4500 has an initially attractive overdrive gear, but with a low gear of only 6.34:1 (early units) and a gear span of 7.71 and 5.61:1 (later and most common units) and a gear span of 6.96, its position against the heavy-duty four speeds (SM465, T18, SM420 or NP435) is not a lot better. Choosing the right axle ratio and tire size in conjunction with the right transmission is a smarter strategy than using overdrive as a patch to the system.

Size: The length of the transmission, even in its shortest renditions, is too long for many Jeeps, especially those with suspension lifts. The result is u-joint vibration and weakness. The transmission also often requires serious surgery of the body's tunnel to gain back ground clearance.

Expense: The initial flurry to get a 4500 drove up salvage prices that have never really ratcheted back down. New units have been available ranging from $2300. - $2600. Parts availability and expense are surprisingly discouraging in addition to frequent year-to-year parts changes. Expense for NVG to build these transmissions is significant. Overdrive adds serious complications to any gearboxes design and manufacturing.

Strength: Weaknesses in the transmission mainshaft clutch splines and their mating hubs (usually 4th & 5th gears) from fatigue and wear are prominent. The HD four-speeds exhibit consistently better strength & wear characteristics.

Adaptability: Expenses and complications in adapting to either the engine or the transfer case is high. Clutch linkages also prove challenging.

There are too many NV4500's in Jeeps due to an artificial push by aftermarket profiteers and hungry magazine writers looking for a quick story. Actual research and critical analysis by the thoughtful Jeep builder will more often yield the conclusion that a heavy-duty, four-speed transmission (if not an automatic) will produce better on-road & off-road results with significantly less expense.

The NV 4500 is a top loading five-speed transmission with a cast iron case, aluminum top cover and dual PTO ports. It features all helical gears, and is fully synchronized. The NV4500 has a case length of 12.37". 

GM 4wd versions featured an extension housing length of 6.5". There are various other Dodge and GM 4wd and 2wd housings. This housing contains fifth gear and as usual, 2wd style housings are longer.

A unique feature of the NV4500 is its fly-weighted 1st-to-2nd gear synchro assembly, preventing a downshift at excessive revs. Its unique synchro ring composition requires a special synthetic lubricant.

Transfer Case Adaptability

The Chevrolet / GM 4wd version of the NV4500 can be adapted to the Jeep:

Adaptability to the NP231 transfer case can be acheived when using a Dodge 4wd style tailhousing. However, a change of mainshaft or transfer case input shaft will often be required due to spline count.

Engine Compatibility and Adaptability

The NV4500 is found in GMC & Dodge trucks. The bellhousing pattern for 1993-1994 GM versions is unique from the later (1995-) GM and Dodge units. The 1993 and 1994 Chevy versions have a lower first gear of 6.34:1 and an unsynchronized reverse gear. Transmissions after this period have a higher 5.61 low ratio and reverse gear synchronization.

The input shaft for the 1992 Dodge NV4500 was 19 splines with a 1" diameter, like its predecessor, the Dodge NP435. All GM units and 1993+ Dodge units have 10 splines with 1-1/8" diameter. GM input shafts protrude their usual 6-5/8" while the Dodge units are 7-5/8" long.


Because of its length, moderate gearing, weight and overdrive, the NV4500 is probably best suited for higher powered Jeeps that require a strong transmission with an overdrive gear. If oversize tires are being used, some Jeeps may never see overdrive and lower axle gearing may be in order to compensate for the NV4500's taller low gear. We are often asked about the durability of the NV4500 vs. the SM420, SM465, T18 and NP435 truck four-speeds. We've spoken with GM and Dodge mechanics that have seen some 4500's come through their facilities for repairs for breakage, but this is most often due to too heavy a truck getting in situations it shouldn't be in. For the purpose of Jeeps, the strength issue is nearly irrelevant due to their agile and lightweight nature. 

Make: New Venture Gear
Length: 18.9" 
Weight: 195 lbs.
Case: Cast Iron
Top Cover: Aluminum
PTO Ports: Both Sides
Gearing: 6.34, 3.44, 1.71, 1, .73, R 6.34 or, 5.61, 3.04, 1.67, 1, .74, R 5.61 


A cutaway view of the 2wd style NV4500 as found in GM applications. Image courtesy of GM Powertrain.

Sours: http://www.novak-adapt.com/knowledge/transmissions/manual/nv4500

Dodge NV4500 Sale

Dodge nv4500 Sale

Our NV4500 transmission is on sale at last. Built to exceed the industry standards, this heavy duty workhorse is perfect for a replacement, upgrade or NV4500 conversion. The versatility of the NV4500 Transmission is one of the reasons that this transmission remains one of our most popular products. This 5 speed is commonly used in Dodge Ram pickup trucks. Purchase yours while sale prices last.

Core Deposit: $500.00

Out of stock

Tax excluded Delivery: 3 to 6 weeks



The Dodge NV4500 Transmission

The popular design of the New Venture 4500, horsepower rating and torque have made the transmission an industry favorite! Many years ago, we began researching the inherent factory flaws. Our goal was to remanufacture a transmission that was stronger and more reliable than the original. How did we do that? First, we addressed the synchros. Originally, they were made of carbon fiber. We found that brass synchros were actually stronger, easier to change out and made it possible to use a less expensive lube. Rather than having to use a pricey synchro-mesh, our NV4500's only require a 75/90W GL4/GL5 grade lube. We also addressed the NV4500 input shaft, as well as tackling the fifth gear destruction and fluid retention that was so common in the NV4500. How? By implementing a reinforced main shaft with extended splines and a double-locking collar system.

We take great pride in our finished product! Our NV4500 rebuild is completed once the transmission is coated in a corrosion-resistant finish that protects the exterior from atmospheric conditions. Every transmission is dyno tested before it leaves our facility. This is a vital step in the rebuild process as it allows our team of QS9000 certified builders the opportunity to evaluate the possibility of leaks, vibration, noise and overall performance. We have done our homework and are confidant that we have built an excellent product!

Dodge NV4500 Transmission Features

Product Details

Data sheet

Core Deposit
Price of Core Without Exchange
What Is XP1
Far from just being rebuilt, the Xtreme Performance series 1 is an OEM replacement that has been fully remanufactured with upgraded parts that have been designed to increase performance, reliability and longevity.
Included Upgrades
Synchro, Seal, Bearing, 5th Gear Locking Collar System and More
Build Type
Performance Grade remanufactured, not rebuilt
Tag Number
Heavy Duty Code: DDX / Standard Duty Code: DDP
Torque Rating
Manufacturer: HD 460 lb. ft. Ours: HD 460 + lb. ft.
Fluid Fill Capacity
1 Gallon Plus
Production Years Covered
Gear Ratios
5.61 - First, 3.04 / Second, 1.67 / Third, 1.00 / Fourth, 0.73 / Fifth, 5.61 / Reverse (Before 97), 5.04 / Reverse (After 97)
Alternate Names
New Venture 4500, NV-4500
Original Manufacturer
New Venture
Compatible Models
Ram 1500, 2500, 3500
Level 3 Performance and Dyno Testing
Engine Size
5.2L / 318 / V8 Gas, 5.7L / 346 Hemi Gas, 5.9L / 360 / V8 Gas, 5.9L, Cummins Turbo Diesel, 8.0L, V10 Magnum Gas
Transmission Type
Manual 5 Speed
Fluid Type
75 / 90 Synthetic Gear Oil / GL4 Grade (Name Brand Prefered)
195 lbs No Fluid


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New Venture Gear 4500 transmission

The New Venture Gear 4500, commonly called NV4500, is a 5-speed manual transmission manufactured by New Venture Gear and used in General Motors and Chrysler products from 1991–2007.

The NV4500 is a very popular 5-speed manual conversion and upgrade transmission in light trucks and SUVs from Toyota, Ford, Jeep, General Motors, and Dodge. Commercially produced adapters are available to mate this transmission with many different engines and transfer cases.

There were many subtle changes during the production of this transmission, but the main two variations were:
NV4500LD: Used in GM gas and diesel applications, and Dodge V8 gas applications.
NV4500HD: Used in Dodge light duty trucks with the Cummins Turbo Diesel, and the V10 Magnum gas engine.

Shared specifications[edit]

Dry weight: 195 lbs.
Oil capacity: 1 gallon
Max. GVW: 14,500 lbs.
Case material: Cast Iron
Synchronizers: Carbon fiber composite
Reverse Gears: Un-synchronized till 1996[1]
Main/Counter shaft bearings: Timken tapered roller


Special Synthetic gear oil is required for proper operation and lifespan of the carbon composite gear synchronizers.

These are the only lubricants recommended by New Venture Gear for the NV4500:

  • 75W-90 Castrol Syntorque Synthetic
  • Mopar Synthetic Manual Transmission Lubricant Mopar P/N 4874459 (Material Specification 9070)[2]
  • GM Goodwrench® Synthetic Manual Transmission Fluid (GM Part No. U.S. 12346190 superseded by 19369226 , in Canada 10953477)[1]


GM Light truck[edit]

General Motors used the NV4500 as RPO MT8 & MW3 in 8500 + GVWR light trucks.[3]

  • 1991–2000 GMC & Chevrolet C/K 2500 and 3500
  • 1999 & 2000 Chevrolet Silverado 2500 and 3500
  • 2001–2006 Chevrolet Silverado 2500HD and 3500 and 2007 Silverado Classic
  • 2001–2006 GMC Sierra 2500HD and 3500

1991–2007 RPO MT8 & MW3 Shared Features:

  • GM corporate V8 bellhousing to engine bolt pattern
  • GM specific input shaft measuring 6-5/8" in length, 1.125" in diameter with 10 splines and a .590" diameter pilot
  • All 2wd use a fixed yoke output
  • All 4wd use a GM specific 32 spline output

1991–1994 RPO MT8 Features:

  • GM NV4500 Transmission to bellhousing bolt pattern (not the same as GM 4speeds)
  • Right hand mounted hydraulic slave cylinder with fork mounted throwout bearing
  • 1991-93 1st and Reverse not synchronized

MT8 Gear ratios:

1 2 3 4 5 R
6.34 (1993) 5.61 (1994 on) 3.44 1.71 1.00 0.73 6.34 (1993) 5.61 (1994 on)

1995–2007 RPO MW3 Features:

  • Dodge Transmission to bellhousing bolt pattern
  • Concentric internal hydraulic clutch slave cylinder with integrated throwout bearing

MW3 Gear ratios:

1 2 3 4 5 R
5.61 3.04 1.67 1.00 0.73 5.61 (to 1997) 5.04 (1997 on)

Dodge Ram[edit]

Chrysler CorporationDodge Truck division used the NV4500 as NVG4500 in "Standard" and "Heavy Duty" applications.[3]

Shared Standard Duty & Heavy Duty Features:

  • Dodge NV4500 Transmission to bellhousing bolt pattern (shared with the 1995–2005 GM light trucks)
  • Dodge specific input shaft 7.5" long with .725" diameter pilot shaft diameter & spline count varies
  • Concentric internal hydraulic clutch slave cylinder with integrated throwout bearing
  • 1992.5-1997 2wd Gear drive speedometer in tailhousing Some 1998 may have gear drive
  • 1998–UP 2wd no speedometer gear (VSS in axle)

Standard Duty 1992.5–2005 order code DDP:

  • All Years have Dodge small block bellhousing to engine bolt pattern
  • 1992.5–2002 Used with 5.9 V8(5.2L v8 used NV3500)
  • 2003–2005 5.7 hemi offered with 2500/3500 only
  • 1992.5 only 1" diameter 19 Spline input shaft
  • 1993–UP 1.125" diameter 10 Spline input shaft
  • 1992.5–UP 2wd 30 spline output
  • 1992.5-2000 4wd 23 spline output
  • 2001–UP 4wd 29 spline output

Heavy Duty 1994–2005 order code DDX:

  • All Years used with 5.9 Cummins Turbo Diesel and 8.0 V-10
  • All Years 5.9 Cummins Turbo Diesel & 8.0 V10 bellhousing to engine bolt pattern
  • All Years 1.25" diameter 10 Spline input shaft
  • All Years 2wd 31 spline output
  • All Years 4wd 29 spline output

Dodge Gear ratios:

1 2 3 4 5 R
5.61 3.04 1.67 1.00 0.73 5.61 (to 1997) 5.04 (1997 on)

See also[edit]


External links[edit]

Sours: https://en.wikipedia.org/wiki/New_Venture_Gear_4500_transmission
Dodge NV4500 4X4 5th Gear Fix - STEP BY STEP!!


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