Right, ah shit! I remember I found out about that and I meant to include it in the video!! It was the “awesome g56 case”. Superstick transmissions also does sell billet gears for the g56.
Haven't ran manuals in a quite a few years...had a couple getrags and a 4500.. had numerous problems with the Gutrag 360.. ive since learned to repair and enjoy the A618'S.. but wouldn't mind a 5600 or G56 in s rig someday if i decide wanna shift gears in a pickup once again...but anyway thanks for another video man 👍👍👍👍👊
Ah sounds like you’re a 1st gen guy! I’ll be honest, I really don’t like the nv5600 for getrag, once you’ve driven a NV5600 or G56 there really is no going back. I like my autos as well, but they’ve gotta be built and manual valve body haha! Thanks for all the great comments you always leave!
@@Hazardous-Hotrod-Knowledge 👍👍 haven't had a 1gen or any manual on the road in a quite white actually...my daily is a 47re full manual 🤣🤣but anyway 👊👊
The automatics aren’t bad at all, the big killers on them are 1. Heat, a good trans cooler is a great upgrade. 2. Baby poop shifts and low line pressure. A tfodhd2 shift kit from trans go will really prolong the life of the trans and increase it’s torque capability. 3. Stock torque converter. It’s not very efficent, a single disc billet is a great upgrade. And 4. Lack of 2nd gear lockup. Im sure if you’ve driven a 2nd Gen you’ve noticed how the only time it “feels” like it has power is when it’s locked up in 3rd and 4th. 2nd gear lockup really speeds up the trans and also helps keep it cooler. Or just go to a nv5600 or g56!
Nice video brother. Pretty informative. There's gotta be a machine shop out there that can shorten 3rd gear in the 4500 to make that a much better jump. It sure would make that trans way more desirable.
I was totally thinking about this earlier, it would require a full custom countershaft to match as well. I think it could be done, the question is how cost effective would it be. It would be nice to make 1st and 2nd a little smaller and then use the space to make a wider 3rd gear. The gear itself would have to be smaller in diameter to get closer to 4ths gear ratio.
@@Hazardous-Hotrod-Knowledge Oh wow. I didn't realize there was that much involved. Honestly just figured 3rd gear could be machined to a shorter ratio. But I've never tore down or rebuilt one either. Thanks for the reply bother.
@@Hazardous-Hotrod-Knowledge That would make some pretty good content, customizing a 4500 in that manner, and I would love to see it in action. If you get time, please consider this as a new project.
The ZF5 I don’t know enough about, I think they’re cheaper than a nv4500 but with the adaptor I don’t think you’re saving too much?? Unless it’s to put into a existing zf5 truck then that saves you t case and driveshafts. ZF6 is a great trans, the gear arrangement is a little weird but I hardly use 1st in any other trans so i suppose it isn’t that bad. They hold a ton of power, I think the fastest stick shift diesel is a duramax truck with a ZF6? I also like that they have a dedicated trans cooler as well. Nothing bad to say about them
I am making a decent amount power with my 12 valve and cannot keep my envy 4500 together as far as I am concerned, they are junk. Would love to do a G 56 swap in my 98.!
Yeah they’re really hit n miss for their longevity once you start to make some serious power. They’re a great trans given what they were originally built for and what they take, but there comes a point where they just are too small and too weak to do what you ask. You’ll love a 6 speed swap whenever you do one!
Hey there, you can… sorta. So you’ll want to start with a late model Chevy Nv4500, it has the same input pilot hole as the dodge NV4500 so that you can use the dodge 1 1/4 input shaft. You’ll have to change the main shaft out to the dodge main shaft, but all the gears will work. You’ll also need the rear tail housing off the dodge transmission, and the bellhousing to go to the Cummins. Basically you can use the shift tower, gears, and case haha
Once you’ve had one you’ll question why you didn’t do the swap sooner! I’ve done that same swap before and it’s pretty easy, the only thing I never sorted out was the 4x4 shifter (as it’s supposed to bolt to the trans on the nv4500 and all 94-97 trucks) but when I revisit the swap I’d like to make a bolt on swap bracket that I can sell!
I have a rebuilt one that I’ll be using for my future swap video, but otherwise nothing at the moment! fort auto sales may have some good cores, you can try them. The damn g56 is kinda finicky and parts are really pricey so they aren’t cheap!
@@Hazardous-Hotrod-Knowledge Fair priced trans is the hard part. Got tired of all the downsides of the NV4500 in my truck so I've been trying to find a G56 or 5600 and everyone wants $4k+ for one. Or $2500 for a G56 that has chunks missing out of the bell housing.
I mention this in each little “gear ratio facts sheet” dealy for each trans, under “make and model” They’re really just the manual transmissions that are OFFERED behind the Cummins
Badass! Must've been quite a bit of work to wire up that 24v as a standalone I'd like to do a cummins swap into a older truck some day, I've been looking out for a clean D100 reg cab short box
@Hazardous-Hotrod-Knowledge it really wasn't that bad. The 24v has its own ECM and wiring harness. There was a website that showed you how to wire it as stand-alone. I believe it's only one constant power, one switched 12v and ground. Thays not including the starter power and the chassis grounds. The truck is on 37's and it doesn't care. The power is fantastic.
Even the later 5.9 and early 6.7 common rail wiring isn't much harder. Basically just 6 or so more wires for the DBW pedal, but for the most part stand alone from the truck. If you want to use a obd2 connected tuner, you need the BCM also( runs the obd), least for vp44. Fummins swap owner here as well. 2008 F350 CCLB with 01 24v, NV5600 and dodge NP271. Really a well fitting swap for this truck, clutch pedal is cheap 150cnd, swapped the slip yoak from the dodge, onto the front of the ford shaft ( it's a little tighter into t case than maybe in a ideal world, but has stood the test of a few years with a fair amount of towing) Front drive shaft can also work, stock length, only mod was to turn the counter bore in the flange face bigger to match the dodge t Case flange. Only other side note I'd mention, that I currently would have like to know before had is, if you need to re seal your front case, or swap cam or pushrods, you have to take out your front 4 cab bolts, loosen the back 2 and steering shaft joint, and lift the cab 3-4" basically what it's happy to go up.....ask me how I know And No, there is no way to do the cowel holes like in a dodge, maybe for cyl5 but definitely not 6. Less you got a glass drill bits handy LoL
They do make a heavy duty aftermarket case for the G56
Right, ah shit! I remember I found out about that and I meant to include it in the video!! It was the “awesome g56 case”.
Superstick transmissions also does sell billet gears for the g56.
Very good channel my friend +1 ❤❤
Thanks! Glad you enjoy the content, always working on more!!
@@Hazardous-Hotrod-Knowledge you work and it s the Victory 😉
Oh yea!! Great video!!! Keep it up
Thanks! Will do! Got lots more to come!
Good ass video. I have both GM and dodge nv4500 this helps with the research
Haven't ran manuals in a quite a few years...had a couple getrags and a 4500.. had numerous problems with the Gutrag 360.. ive since learned to repair and enjoy the A618'S.. but wouldn't mind a 5600 or G56 in s rig someday if i decide wanna shift gears in a pickup once again...but anyway thanks for another video man 👍👍👍👍👊
Ah sounds like you’re a 1st gen guy! I’ll be honest, I really don’t like the nv5600 for getrag, once you’ve driven a NV5600 or G56 there really is no going back. I like my autos as well, but they’ve gotta be built and manual valve body haha!
Thanks for all the great comments you always leave!
@@Hazardous-Hotrod-Knowledge 👍👍 haven't had a 1gen or any manual on the road in a quite white actually...my daily is a 47re full manual 🤣🤣but anyway 👊👊
That awesome information to know 👏
I looking at a buy a automatic truck and I'm sure I'm going to want to swap it if get it .
The automatics aren’t bad at all, the big killers on them are 1. Heat, a good trans cooler is a great upgrade. 2. Baby poop shifts and low line pressure. A tfodhd2 shift kit from trans go will really prolong the life of the trans and increase it’s torque capability. 3. Stock torque converter. It’s not very efficent, a single disc billet is a great upgrade. And 4. Lack of 2nd gear lockup. Im sure if you’ve driven a 2nd Gen you’ve noticed how the only time it “feels” like it has power is when it’s locked up in 3rd and 4th. 2nd gear lockup really speeds up the trans and also helps keep it cooler.
Or just go to a nv5600 or g56!
Great video and info
Thanks! I tried to rack my brain for every bit of info I could get haha
Keep the content coming. Need video on TV linkage adjustment for fmvb. Thanks
Is there currently nothing for TV cable adjustment and line pressure setting? I can do something like that easy enough
@Hazardous-Hotrod-Knowledge no. One video of guy just building tv lever. But not in depth. That would be awesome
Nice video brother. Pretty informative. There's gotta be a machine shop out there that can shorten 3rd gear in the 4500 to make that a much better jump. It sure would make that trans way more desirable.
I was totally thinking about this earlier, it would require a full custom countershaft to match as well. I think it could be done, the question is how cost effective would it be. It would be nice to make 1st and 2nd a little smaller and then use the space to make a wider 3rd gear. The gear itself would have to be smaller in diameter to get closer to 4ths gear ratio.
@@Hazardous-Hotrod-Knowledge Oh wow. I didn't realize there was that much involved. Honestly just figured 3rd gear could be machined to a shorter ratio. But I've never tore down or rebuilt one either. Thanks for the reply bother.
@@Hazardous-Hotrod-Knowledge That would make some pretty good content, customizing a 4500 in that manner, and I would love to see it in action. If you get time, please consider this as a new project.
Awesome video! Still don’t know why my fresh reman nv5600 (1 3/8 input) started violently popping out of 5th when I let off the throttle.
Hmmm… 5th is direct, there isn’t really a “gear” to pop out of… it’s possible that the detent springs are worn out? I’d be getting that checked out!
Hello what kind of can I to use a mv4500GM or Chevy manual transmission for a dodge ram diesel 1996 ?
Do one for the ZF6’s behind a Cummins please!
I currently don’t know of anyone local to me who has done that swap, they’re beefy transmissions though it should be more common!
That shift jump on the early 5 speeds just suck when pulling a load up a hill.
It sucks empty, it sucks more with a load.
@@billferris5292 could argue they just suck
Totally, once you’ve had a 6 speed truck there really is no going back. I can’t own a 5 speed truck anymore 🤣
Awesome video. What do you think about the ZF5 and ZF6 behind a Cummins?
The ZF5 I don’t know enough about, I think they’re cheaper than a nv4500 but with the adaptor I don’t think you’re saving too much?? Unless it’s to put into a existing zf5 truck then that saves you t case and driveshafts.
ZF6 is a great trans, the gear arrangement is a little weird but I hardly use 1st in any other trans so i suppose it isn’t that bad. They hold a ton of power, I think the fastest stick shift diesel is a duramax truck with a ZF6? I also like that they have a dedicated trans cooler as well. Nothing bad to say about them
I am making a decent amount power with my 12 valve and cannot keep my envy 4500 together as far as I am concerned, they are junk. Would love to do a G 56 swap in my 98.!
Yeah they’re really hit n miss for their longevity once you start to make some serious power. They’re a great trans given what they were originally built for and what they take, but there comes a point where they just are too small and too weak to do what you ask. You’ll love a 6 speed swap whenever you do one!
Hola puedo poner transmission de Chevy diesel nv4500 a dadge ram Cummins diesel 1996
Hey there, you can… sorta.
So you’ll want to start with a late model Chevy Nv4500, it has the same input pilot hole as the dodge NV4500 so that you can use the dodge 1 1/4 input shaft. You’ll have to change the main shaft out to the dodge main shaft, but all the gears will work. You’ll also need the rear tail housing off the dodge transmission, and the bellhousing to go to the Cummins.
Basically you can use the shift tower, gears, and case haha
I'd like to put a nv5600 in my 95 nv4500 truck, those gear jumps are a bit much
Once you’ve had one you’ll question why you didn’t do the swap sooner! I’ve done that same swap before and it’s pretty easy, the only thing I never sorted out was the 4x4 shifter (as it’s supposed to bolt to the trans on the nv4500 and all 94-97 trucks) but when I revisit the swap I’d like to make a bolt on swap bracket that I can sell!
You got another G56 laying around that you'd part with? 😂
I have a rebuilt one that I’ll be using for my future swap video, but otherwise nothing at the moment! fort auto sales may have some good cores, you can try them. The damn g56 is kinda finicky and parts are really pricey so they aren’t cheap!
@Hazardous-Hotrod-Knowledge Fort Auto has one. I'm planning on picking it up when I drive through there from Alaska next month.
The biggest problem with manuals behind a 5.9/6.7 is finding one going for an actual reasonable price😂
For real… cheaper to buy a beat ass auto truck and swap it… if you can find a fair priced trans
@@Hazardous-Hotrod-Knowledge Fair priced trans is the hard part. Got tired of all the downsides of the NV4500 in my truck so I've been trying to find a G56 or 5600 and everyone wants $4k+ for one.
Or $2500 for a G56 that has chunks missing out of the bell housing.
Far as I know, none of these transmissions are manufactured by cummins… :P
I mention this in each little “gear ratio facts sheet” dealy for each trans, under “make and model”
They’re really just the manual transmissions that are OFFERED behind the Cummins
I have a 2001 24v with a 2wd NV5600 in my 1968 f250 high boy.
Badass! Must've been quite a bit of work to wire up that 24v as a standalone
I'd like to do a cummins swap into a older truck some day, I've been looking out for a clean D100 reg cab short box
@Hazardous-Hotrod-Knowledge it really wasn't that bad. The 24v has its own ECM and wiring harness. There was a website that showed you how to wire it as stand-alone. I believe it's only one constant power, one switched 12v and ground. Thays not including the starter power and the chassis grounds. The truck is on 37's and it doesn't care. The power is fantastic.
Even the later 5.9 and early 6.7 common rail wiring isn't much harder. Basically just 6 or so more wires for the DBW pedal, but for the most part stand alone from the truck.
If you want to use a obd2 connected tuner, you need the BCM also( runs the obd), least for vp44.
Fummins swap owner here as well. 2008 F350 CCLB with 01 24v, NV5600 and dodge NP271. Really a well fitting swap for this truck, clutch pedal is cheap 150cnd, swapped the slip yoak from the dodge, onto the front of the ford shaft ( it's a little tighter into t case than maybe in a ideal world, but has stood the test of a few years with a fair amount of towing)
Front drive shaft can also work, stock length, only mod was to turn the counter bore in the flange face bigger to match the dodge t Case flange.
Only other side note I'd mention, that I currently would have like to know before had is, if you need to re seal your front case, or swap cam or pushrods, you have to take out your front 4 cab bolts, loosen the back 2 and steering shaft joint, and lift the cab 3-4" basically what it's happy to go up.....ask me how I know
And No, there is no way to do the cowel holes like in a dodge, maybe for cyl5 but definitely not 6.
Less you got a glass drill bits handy LoL