NV4500 5-Speed Transmission Parts
The NV4500 manual transmission was first used by Dodge in 1992 and later adopted by General Motors and installed at the factory until 2007. This 5-speed NV4500 manual transmission has been a favorite among those wishing to upgrade their trucks and SUVs from Toyota, Jeep, Ford and other vehicle manufacturers. If you're looking for Dodge NV4500 transmission parts or GM NV4500 transmission parts for replacement, or for a complete rebuild for 2WD or 4WD, you can find them here in our extensive inventory. Whether you require a
Chevy NV4500 rebuild kit, an NV4500 diagram, NV4500 replacement gears, bearings, nv4500 bearing kit, shift forks, cases and housings, seals, bushings, bolts or any of the numerous parts that make up this popular transmission, you can find them here at prices we know you'll appreciate.
More on the NV4500 Transmission
The New Venture 4500 was a cooperative effort by GM’s Stewart Muncie and Chrysler’s New Process transmission divisions. Once the design was completed, each division manufactured its own version of the transmission for its parent company’s trucks.
The NV4500’s design has its roots in the New Process 4500 4-speed first used in Dodge trucks in the early 70s. This version is a top loader with five fully synchronized speeds. A fly-weighted first-to-second synchro assembly stops downshifts at high RPM, preventing over-revving and engine damage. GM and Dodge first used the transmission in their two-wheel-drive trucks starting in 1992. A four-wheel-drive version was introduced in 2001. It uses a shorter tail shaft to leave more space for a transfer case. The NV4500 was used until 2005 in Dodge trucks, and 2007 in GM trucks.
Chrysler light-duty applications include 1992–2002 Ram trucks with the 5.8-liter V8 and 2003–2005 2500 and 3500 trucks with the 5.7 Hemi V8. It was also offered on all heavy-duty trucks with the 8.0-liter V10 and 5.9 Cummins Turbo Diesel during the transmission’s production run.
GM offered the 4500 in a variety of Chevrolet and GMC trucks, including the 1991–2000 C/K 2500 and 3500, 2001–2016 Chevy Silverado 2500HD and 3500, the 2007 Silverado Classic, and the 2001–2006 GMC Sierra 24500HD and 3500.
Upon its initial release, the NV4500 was heralded as the ultimate four-wheel-drive transmission. Its low first gear combined with an overdrive made it an ideal candidate for swaps in Jeeps and other off-roaders. Effectively, it gives these vehicles the same off-road flexibility of most four-speeds along with a high gear that keeps engine speeds down while driving on the highway. The bell housing uses the same bolt pattern for Chrysler and GM engines, making it a great choice for V8 swaps. As a result, there’s a healthy aftermarket for parts that make it possible to bolt this transmission into a variety of trucks and SUVs. If you’re going to the trouble of swapping transmissions, it’s a good idea to use a NV4500 rebuild kit to refresh your gearbox before installing it in your project vehicle.
Despite this reputation, the 4500 is not flawless. The transmission mainshaft clutch splines and mating hubs are major weak points. Excessive wear is common, especially for fourth and fifth gear. Owners also have problems with losing fifth gear. Over time, the nut on the back of the mainshaft can work its way loose, letting the gear slide off of the shaft. Fifth gear can also fail if the snap ring on the synchro falls off. This prevents the synchro from engaging this gear. Due to its use of carbon composite gear synchronizers, synthetic transmission fluid is required in the NV4500. Using the wrong fluid can lead to excessive synchro wear.
You only need a few NV4500 parts for common issues, but if you’re going to tackle this job, it’s worth installing a full NV4500 transmission rebuild kit, or at least a bearing, gasket and seal kit. Most of the transmission can be disassembled with common tools, including screwdrivers, deep-well metric sockets and snap-ring pliers. As with other transmission rebuilds, you will also need a bearing puller, a bearing splitter and a bearing press to slide bearings on and off of the shafts, as well as a dial indicator to check end play. For full disassembly, you also need a special slotted wrench to remove the fifth gear nut.