harmonics, terrible harmonics....the double nut is a nice idea, have you ever heard of drilling a set screw dimple in the shaft? I think that would help a bit as well as the double nut, when I get into it myself, i know i will build a few contingencies to ensure that it won't fail...glad to have seen this post...thanks!
Could you possibly tig weld that nut in there so it doesn't back off?? I say tig because it's a lot cleaner process and doesn't product much if any spatter unlike mig and stick welding. In the process of tearing the rear housing off of a 95 12 valve 2500 now
If I may......one could ask a gears manufacturer to come up with fifth gear and corresponding idler gear that have the tooth of it reversed in terms of angle or orientation so that the thrust of the idler gear pushes the fifth towards the front thus eliminating the need for the nut and maybe settling down for a snap ring only.....If I understand the problem correctly
The problem with using the old nut is the nut will come off anyways the problem the the trans was never ment to be a 5 speed it was a 4 speed .. rushed together for dodge and gm .. get the retainer that slide on the rear spline and use the update nut but … take a small drill bit and drill after the nut has been tightened to 600+ foot pounds .. shim the mail shaft out put bearing before all this of course .. then counter sink the set screws with a drill bit and tap or tighten the set screws and remember loctite is your friend. I used a pipe wrench with and com along to tighten mine till it spun the motor
line tech. early '90's for GM, and i remember the NV4500 behind the 6.5 diesels, 5th gear recalls, ( gear shift wobble)replaced whole gear & syncro. fork, and new spanner nut included, i remember old nut always loose, very very few miles on the vehicle, seem like fist nut were aluminum?? looking around on Google it seem to be primarily a Dodge problem. I remember GM had real socket for the spanner nut, so you could trouque it properly, we always red lock tight very thing reassembly, so is this primarily a Dodge problem ?
Try red locktite on the lock nut might take heat to get off but It will stay on, used in drag car connecting rod bolts and other items drag cars do not want coming off at 9,000 rpms
Just ordered a 5th gear nut retainer for my dodge, to my understanding it uses the t case splines and acts as a spacer and the t case keep everything from backing off has teeth that hold onto 5th gear nut as well
@@wesscarey4475 it worked for me , I put roughly 60k miles on it afterwards and my buddy is still driving it after my 60k miles 3 years later, transmission probably has 100k miles after 5th gear but installed now no issues
i used to work ar a john deer heavy equipment dealership they had a chemical simmilar to locktight that was green retaining compound it had a spray can with it that was a cleaner /primer that stuff was so strong that you would have to heat the bearings and races up to chery red to get them off had to melt the retaining compound out before it would release might try that next time you go into it
yes sir. my trans got stuck in 5th gear. the actual shifter itself will move freely, but will not go into any other gear being stuck in 5th of course. took out trans, opened it up on the shift plate and the back. found a small black screw. came off the 5th gear nut i assume. put it all back together and it shifted through all except reverse. opened shift plate back up and didnt line up reverse. once lined up and back together it shifted through all the gears including reverse. i then took it out of reverse and back to 5th and it did the same thing as before. hung in 5th but the shifter itself will move . any ideas
You've most likely found the right answer, but if you haven't... ONLY use Redline 75w85 MT85 transmission fluid - it's carbon fiber synchro safe which is a MUST for an NV4500 if you want the synchros to last. *To my knowledge there is not another acceptable fluid out there for an NV4500 besides the factory fluid. There used to be a special fluid made by Castrol specifically designed to be compatible with the NV4500 synchros, but it's been discontinued.
Or the could of made it like a Dana 70 or 14bolt hub spindle. Groove slot and a tabbed ring locker. Or I think I’ve seen nylon lockers for the axles too. Both I think would be a fix.
I'm with metroplex, double nut it,use Loctite green,clean it superclean and even loctitle the gear,the fifth gear on the splines,let this material set up all nite,the harmonics in a underdrive is normal and terrible,driveshafts suffer also,LOCTITE GREEN IS VERY DURABLE,the red is a joke
That's an all day job. Can be more if you remove and replace input shaft & counter shaft bearings. Also a thorough cleaning may be needed if any metal is floating around.
You tube algorithm strikes again I looked a nv4500 videos a couple weeks ago and now yours popped up. I am wondering if that last fix is still working?
I'm rebuilding my NV 4500 I got the up date output shaft and a new fifth gear. It you gear for my truck now do I have to press it on are do it have play
The 4wd axle on my '84 Suburban uses a similar nut with a keyed washer, then a locking nut. But the tooth on the washer is a little small, or the washer could be thicker, and the little pin that locks the the nut to the indexed washer breaks, a undersized execution
Very clear description of the problem. I'm experiencing the same on my 97 3500. On the second nut that you added did you drill and tap for a set screw. I thought I heard you mention that in your video. Would like to get your email or phone number for follow up question.
Good info. I've got one that kicks out in fifth if you coast. I have a Chelsea PTO unit from a chevy. Can you tell me where to order one for this Dodge NV4500 on line. Local shop wants $400
Why not reverse thread the shaft so as 5th gear is appied its trying to tighten the nut instead of loosening it?? I know that would require a new mfg shaft, but good grief, i though enginees designed this stuff. Also what about a thread locker??
@@wesscarey4475 Yeah. Even the germans at getrag made a gear that doesnt fall off, they also made it so you can haul in 5th. Makes one wonder who tests stuff before putting it into production.
failed clutch is the most likely culprit. Broken shifter inside the top of the transmission is also a likely cause. A broken input or output shaft is also possible but unlikely.
This video helped me so much, I have an 03 2500 4x4 that is such a pain in my butt. Glad to know it will not harm anything when it backs off
harmonics, terrible harmonics....the double nut is a nice idea, have you ever heard of drilling a set screw dimple in the shaft? I think that would help a bit as well as the double nut, when I get into it myself, i know i will build a few contingencies to ensure that it won't fail...glad to have seen this post...thanks!
Double nut it with the set screw nuts, red locktite, air hammer both of them tight with the flat chisel fitting.
Could you possibly tig weld that nut in there so it doesn't back off?? I say tig because it's a lot cleaner process and doesn't product much if any spatter unlike mig and stick welding. In the process of tearing the rear housing off of a 95 12 valve 2500 now
I did that on a 99 and had no problems ever since.......we tacked the key
If I may......one could ask a gears manufacturer to come up with fifth gear and corresponding idler gear that have the tooth of it reversed in terms of angle or orientation so that the thrust of the idler gear pushes the fifth towards the front thus eliminating the need for the nut and maybe settling down for a snap ring only.....If I understand the problem correctly
The problem with using the old nut is the nut will come off anyways the problem the the trans was never ment to be a 5 speed it was a 4 speed .. rushed together for dodge and gm .. get the retainer that slide on the rear spline and use the update nut but … take a small drill bit and drill after the nut has been tightened to 600+ foot pounds .. shim the mail shaft out put bearing before all this of course .. then counter sink the set screws with a drill bit and tap or tighten the set screws and remember loctite is your friend. I used a pipe wrench with and com along to tighten mine till it spun the motor
line tech. early '90's for GM, and i remember the NV4500 behind the 6.5 diesels, 5th gear recalls, ( gear shift wobble)replaced whole gear & syncro. fork, and new spanner nut included, i remember old nut always loose, very very few miles on the vehicle, seem like fist nut were aluminum?? looking around on Google it seem to be primarily a Dodge problem. I remember GM had real socket for the spanner nut, so you could trouque it properly, we always red lock tight very thing reassembly, so is this primarily a Dodge problem ?
Try red locktite on the lock nut might take heat to get off but It will stay on, used in drag car connecting rod bolts and other items drag cars do not want coming off at 9,000 rpms
I believe you need red color #680
I’m new to this... where can i order the lock nut for a 3500 12 v 2wd???
Just ordered a 5th gear nut retainer for my dodge, to my understanding it uses the t case splines and acts as a spacer and the t case keep everything from backing off has teeth that hold onto 5th gear nut as well
put this on and lasted 18k. didn't think it would fail, but it did, somehow. haven't tor it down yet.
Austin did this work for u
Did this actually work? How many miles?
@@wesscarey4475 it worked for me , I put roughly 60k miles on it afterwards and my buddy is still driving it after my 60k miles 3 years later, transmission probably has 100k miles after 5th gear but installed now no issues
i used to work ar a john deer heavy equipment dealership they had a chemical simmilar to locktight that was green retaining compound it had a spray can with it that was a cleaner /primer that stuff was so strong that you would have to heat the bearings and races up to chery red to get them off had to melt the retaining compound out before it would release might try that next time you go into it
Cherry red hot????? 🤔 May possibly cause damage when that hot???
yes sir. my trans got stuck in 5th gear. the actual shifter itself will move freely, but will not go into any other gear being stuck in 5th of course. took out trans, opened it up on the shift plate and the back. found a small black screw. came off the 5th gear nut i assume. put it all back together and it shifted through all except reverse. opened shift plate back up and didnt line up reverse. once lined up and back together it shifted through all the gears including reverse. i then took it out of reverse and back to 5th and it did the same thing as before. hung in 5th but the shifter itself will move . any ideas
Why not put the fifth gear on the updated shaft, washer/spacer, then put a snap ring....?Maybe lose the whole retaining nut all together? I dunno.
What gear oil do you recommend for the NV 4500?
It's a wonder they didn't put a grove with a thick snap ring behind he nut.
You've most likely found the right answer, but if you haven't... ONLY use Redline 75w85 MT85 transmission fluid - it's carbon fiber synchro safe which is a MUST for an NV4500 if you want the synchros to last. *To my knowledge there is not another acceptable fluid out there for an NV4500 besides the factory fluid. There used to be a special fluid made by Castrol specifically designed to be compatible with the NV4500 synchros, but it's been discontinued.
Or the could of made it like a Dana 70 or 14bolt hub spindle. Groove slot and a tabbed ring locker. Or I think I’ve seen nylon lockers for the axles too. Both I think would be a fix.
Marcus Mar Amsoil manual transmission fluid is perfect for it.
When it only slid back partially and chewed up your gears was it making a chattering noise in 5th only but would still accelerate?
I'm with metroplex, double nut it,use Loctite green,clean it superclean and even loctitle the gear,the fifth gear on the splines,let this material set up all nite,the harmonics in a underdrive is normal and terrible,driveshafts suffer also,LOCTITE GREEN IS VERY DURABLE,the red is a joke
Have you seen the latest upgrade to lock that nut?
How much time do you have in the labor? I have a 96 cummins, 2wd nv4500 with a 205 divorced t-case out of highboy.. 5th gear teeth are GONE
That's an all day job. Can be more if you remove and replace input shaft &
counter shaft bearings. Also a thorough cleaning may be needed if any metal
is floating around.
You tube algorithm strikes again I looked a nv4500 videos a couple weeks ago and now yours popped up. I am wondering if that last fix is still working?
I'm rebuilding my NV 4500 I got the up date output shaft and a new fifth gear. It you gear for my truck now do I have to press it on are do it have play
not supposed to tow in fifth,.its the weakest gear.plus use more fuel towing.
Can I get a link to this upgrade kit
I’m New to this;
do the 4x4 NV4500s have same 5th gear problem
Yes
very well done description, how's it holding up two years later?
GOOD
They could have threaded the shaft the other way, that way the turning shaft would titen the nut, not loosen it
The 4wd axle on my '84 Suburban uses a similar nut with a keyed washer, then a locking nut. But the tooth on the washer is a little small, or the washer could be thicker, and the little pin that locks the the nut to the indexed washer breaks, a undersized execution
trying to find out where are transmissions on the NV 5600 is overheating all the time it seems like we're losing the bearing is
Robert Huisman
I like that. I need to make one for the 2 wheel Drive housing.
Very clear description of the problem. I'm experiencing the same on my 97 3500. On the second nut that you added did you drill and tap for a set screw. I thought I heard you mention that in your video. Would like to get your email or phone number for follow up question.
No, I did not. I think that would be even more security.
So is your fix still working?
Yes Sir.
Excellent explanation
any updates? how did it work? looks like a good idea...
No problems as of now.
Good info. I've got one that kicks out in fifth if you coast. I have a Chelsea PTO unit from a chevy. Can you tell me where to order one for this Dodge NV4500 on line. Local shop wants $400
Where did you get the updated shaft??
I got the upgraded shaft and 5th gear from Standard Transmission,
Fort Worth, TX. 800 783 8726
carrcraftracing how much did this output shaft kit cost you
I forget , just call Standard Transmission,Fort Worth, TX. 800 783 8726
This helps a lot! thx :)
Why not reverse thread the shaft so as 5th gear is appied its trying to tighten the nut instead of loosening it?? I know that would require a new mfg shaft, but good grief, i though enginees designed this stuff. Also what about a thread locker??
Like your reply. The problem here is "engineers". Don't think there is any SURE way to fix it other than don't lug it in 5th or tow in 5th.
@@wesscarey4475 Yeah. Even the germans at getrag made a gear that doesnt fall off, they also made it so you can haul in 5th. Makes one wonder who tests stuff before putting it into production.
what would cause my nv4500 to lose all of the gears
failed clutch is the most likely culprit. Broken shifter inside the top of the transmission is also a likely cause. A broken input or output shaft is also possible but unlikely.
I dont know if its right but i just welded the nut to the shaft, no more problems
Where can I get the update?
TEXAS
Standard Transmission & Gear, Inc.
1000 N.E. 29th
Fort Worth, TX 76106
Local: 817-625-7109
Toll Free:1-800-783-8726
The 5th gear nut needs like 500 ft lbs
tack weld it, it will go on and when if fails you will get a new main anyhow.........
If this gear does back off will only fourth work ?
actually you have all 4 gears plus reverse. The 5th gear is segregated in the tail
housing.
Nice info thank you I like to connect you sir
Mind you sir.....this suggestion is a bit elaborate and maybe at a level higher than one would like
Thanks! for putting a name with a face so to speak
Nice tac welds with a tig
I’d just get a welder and tack the back of the nut that seems to work the best