- Joined
- Nov 22, 2019
- Posts
- 253
- Reaction score
- 83
- Location
- Green Cove Springs
- Ram Year
- 2002 1500
- Engine
- 5.9 liter 360
I originally had this thread on Second Gen forum, but closed it out as my Ram is actually 3rd Gen.
Anyway, this has taken some time and research and bit of effort but not as much as I originally thought it would. it will take a little more cash than I first thought, but not too much more.
After I removed the R-46 ( which by the way I recommend shelling out a $112 bucks for a trans jack instead of trying to use a regular floor jack for stability reasons. It rolled off to the side and when I grabbed the tail end of it, it smashed a finger and I lost a nail for a while but it has almost fully grown back ). The R-46 is quite heavy.
I began to search junkyards and found a manual Gen 3 in a u-pull it type place. Was surprised to see such a nice truck in a junkyard, 2wd shortbed, not smashed, not rusted, while I didn't recognize the engine it was probably a 3.7. I pulled the steering column ( had a key woohoo ) , brake and clutch pedals, NV 3500, Flywheel, CP and PP, shift lever and some other stuff. While I'm only going to be able to use the steering column pedals and maybe shift lever and wiring connector, I bought the other stuff for cores or future use. The NV 3500 might or might not fit, but I'm not using it as the pilot bearing portion of the main shaft shows much wear, and it would have to be rebuilt.
Autohotwire informed me that all the wires going to the auto trans can be tie wrapped up out of the way and all I need to worry about are the back up lights, and that I might need a new ECM or have it reprogrammed.
Now that I have the funds, I have ordered through Rock Auto a Precision flywheel and 12 inch clutch kit ( instead of 11" ) and a LUK ( I think ) master and ***** cyl clutch system that is allegedly containing a fully filled and bled fluid system, that is suppossed to bolt right in ( cough ).
Next was the bellhousing. I chose to go with the NV4500 5 speed rather than the foreign Getrag 6 as the gear ratio's couldn't justify the extra gear for my use. I ruled out the NV 5600 because the gear ratio's were not much different, and because I don't believe I will need the heavier duty and didn't want the expense. While I gave Tremec consideration, the trans ratio's were not significant , and I wouldn't have a suitable core.
I found a company named Smart Parts Auto who makes new bell housings and a lot of conversion parts, however I also found MidWest Transmissions who rebuilds Transmissions and has GTO ( Good Take Off ) parts , and said they had a used bell housing that would mate an NV 4500 to 5.9L Gas. ( the man I spoke with evidently knew the difference between the 5.9 Gas and the Cummings. So now I also have the bell housing on the way but it doesn't have the throwout bearing fork :-( .
Transmission: After having chosen the NV 4500 and shopping around, Autozone has them for comparable prices, and the bonus is : I don't have to pay freight. Manager says I can use the R 46 as a core because it makes more sense to them as most have automatics. I might order that this weekend. or i might shop around a little more see if I get lucky!
What is left: Throwout bearing fork. Midwest said the bell housing they are selling me doesn't have one, I believe they are available from places like Smart Parts.
Drive shaft: Dorman has a good selection, but I am looking at 900 or so bucks for a new one. I tried matching one up. The R 46 is 39 inches, the NV 3500 I have is 34, I have a 4 door with 6 ft bed and current drive shaft is 82 1/2. I don't know how wheel base is measured, but I appear to have 140 " from center of front wheel to center of rear wheel. Dorman has a 137. 7 or something close, I forget, so it might be right, but I do not know where to measure from. I also do not know the length of an NV 4500. Or if the splines will fit!
Anyway, this has taken some time and research and bit of effort but not as much as I originally thought it would. it will take a little more cash than I first thought, but not too much more.
After I removed the R-46 ( which by the way I recommend shelling out a $112 bucks for a trans jack instead of trying to use a regular floor jack for stability reasons. It rolled off to the side and when I grabbed the tail end of it, it smashed a finger and I lost a nail for a while but it has almost fully grown back ). The R-46 is quite heavy.
I began to search junkyards and found a manual Gen 3 in a u-pull it type place. Was surprised to see such a nice truck in a junkyard, 2wd shortbed, not smashed, not rusted, while I didn't recognize the engine it was probably a 3.7. I pulled the steering column ( had a key woohoo ) , brake and clutch pedals, NV 3500, Flywheel, CP and PP, shift lever and some other stuff. While I'm only going to be able to use the steering column pedals and maybe shift lever and wiring connector, I bought the other stuff for cores or future use. The NV 3500 might or might not fit, but I'm not using it as the pilot bearing portion of the main shaft shows much wear, and it would have to be rebuilt.
Autohotwire informed me that all the wires going to the auto trans can be tie wrapped up out of the way and all I need to worry about are the back up lights, and that I might need a new ECM or have it reprogrammed.
Now that I have the funds, I have ordered through Rock Auto a Precision flywheel and 12 inch clutch kit ( instead of 11" ) and a LUK ( I think ) master and ***** cyl clutch system that is allegedly containing a fully filled and bled fluid system, that is suppossed to bolt right in ( cough ).
Next was the bellhousing. I chose to go with the NV4500 5 speed rather than the foreign Getrag 6 as the gear ratio's couldn't justify the extra gear for my use. I ruled out the NV 5600 because the gear ratio's were not much different, and because I don't believe I will need the heavier duty and didn't want the expense. While I gave Tremec consideration, the trans ratio's were not significant , and I wouldn't have a suitable core.
I found a company named Smart Parts Auto who makes new bell housings and a lot of conversion parts, however I also found MidWest Transmissions who rebuilds Transmissions and has GTO ( Good Take Off ) parts , and said they had a used bell housing that would mate an NV 4500 to 5.9L Gas. ( the man I spoke with evidently knew the difference between the 5.9 Gas and the Cummings. So now I also have the bell housing on the way but it doesn't have the throwout bearing fork :-( .
Transmission: After having chosen the NV 4500 and shopping around, Autozone has them for comparable prices, and the bonus is : I don't have to pay freight. Manager says I can use the R 46 as a core because it makes more sense to them as most have automatics. I might order that this weekend. or i might shop around a little more see if I get lucky!
What is left: Throwout bearing fork. Midwest said the bell housing they are selling me doesn't have one, I believe they are available from places like Smart Parts.
Drive shaft: Dorman has a good selection, but I am looking at 900 or so bucks for a new one. I tried matching one up. The R 46 is 39 inches, the NV 3500 I have is 34, I have a 4 door with 6 ft bed and current drive shaft is 82 1/2. I don't know how wheel base is measured, but I appear to have 140 " from center of front wheel to center of rear wheel. Dorman has a 137. 7 or something close, I forget, so it might be right, but I do not know where to measure from. I also do not know the length of an NV 4500. Or if the splines will fit!