cummins excursion nv4500

• Forum Listing
• Marketplace
• Advanced Search
• Ford Diesels
• Power Stroke Excursions

Cummins common rail into an Excursion

• Add to quote

For those interested in installing a Cummins in an Excursion, there is a very well documented and inspiring conversion on another site: http://www.dieseltruckresource.com/dev/showthread.php?t=176490 The guy bought a used V-10 for a song, drove it for a year while he gathered parts, then did the swap out in his gravel driveway in November/December. He really did a fine job on it and posted some photos. V-10 Excursions are cheap, making it pretty easy to justify doing an engine swap...assuming you live outside of a smog testing area. Not sure about those legalities, and they may vary from county to county.  

hows the progress of your project clam?  

Still gathering parts. Waiting on a gasket set to reassemble the engine, bought a Dodge wiring harness to go with the Dodge computer I bought, so the engine won't think it's a freightliner. Couldn't find a freightliner (strictly Cummins) computer. I picked up a book of wiring diagrams for year 2000 F-650/F-750 and it looks like there is a lot of wiring similarity between it and my Excursion, so maybe it will help me wire up the engine ECU and the Allison transmission TCM so that the factory gauges work and the ECU and TCM will talk to each other. I also found a link on another site that has all the wiring diagrams for Dodge, so it's going to be like mixing 3 different puzzles together and trying to make one picture that makes sense. I've still got a lot of things to figure out, so until I do, the wrenching can wait until I at least THINK I have a clear pathway from beginning to end...and the weather warms up and the overtime gets cut back. Thanks for asking. After seeing that website with the converted excursion, I'm pretty pumped up about it. What a sweet combination. I think the thing that is most discouraging is the cost of switching to an Allison transmission. By the time I buy the HUGE cooler with 3/4 or 1" lines, beef up the tranny, buy a torque converter, wiring harness, and a 4x4 tail shaft housing along with a direct bolt up transfer case, switching trannys has the potential of costing in excess of $12,000. No joke. I highly doubt I'll spend that much money. Torque converter, cooler and a shift kit maybe. My tranny was remanufactured when I bought it, just not with the super high performance stuff, so if I take it easy, it might last a while, hopefully at least until it's totally inconvenient to deal with. I noticed on Ebay that there is a guy in Portland, Oregon who is now making a bunch of different do-it-yourself piping kits for installing several different compound turbo combinations. That might be a good option for me and I need to investigate that, otherwise buying a fully made kit that already has turbos in it can easily cost $5k and up, especially if you add in external blow off valves and waste gates, which is actually a good way of doing it because then the setup is tunable.  

WOW...doesn't sound like you'll be doing this in a gravel driveway..it will be very interesting to watch it progress.can't really wish you luck (not necessary)..hope it goes as smooth as possible..  

I read the whole thread. I wonder if he put too much work into it putting in a new computer controlled engine. A nice mechanical injected 5.9 will work very well and no computers to deal with other then the trans and cluster computer. Personally, I think the guy deserves a Nobel Peace prize for the level of work he put into the thing. I rather give it to him then to Al Gore (ack!). I met a guy in NJ who installed a 90's vintage 12v into an 80's vintage dully Chevy. He said it was an easy transfer and boy did it sound sweet!!! I have to admit those Cummins have an awesome sound. mark  

Thanks William, I appreciate your continued interest. Believe it or not, that's encouraging to me. I have a concrete driveway and a single car garage that the Excursion won't begin to fit into, but that's WAY better than doing an engine swap on gravel. rock_doc- I read the whole thing in one sitting too. It's a great read and very nicely documented. The guy just does outstanding work and his methodical, patient approach is a good example to follow. I'm sure I'm going to have some driveline length issues because my engine has an SAE#3 housing on the back of it, so the tranny will have to scoot back a ways, and with my luck, I'll probably have to chop a big hole in the floor and fire wall to accomodate it. I'm NOT going to do a body lift because it's 5" too high already and a PITA to climb in and out of despite me being 6'3". I debated about doing a mechanical 5.9 and nixed it because of my needs for the vehicle- commuting and needing high mileage and towing very heavy. The mechanical versions are basically locked down at one power range vs the HPCR 5.9 you can just reprogram like the 7.3 or 6.0. I'll also have no problem passing smog testing if the need ever arises. I currently live half a block outside "the zone."  

nice work on the conversion, please keep us posted as progress continues. was there any reason not to use your BTS behind the cummins get the amp research folding steps to accomadate your need for a body lift.  

I posted a response but it has not shown up. Maybe it got firewalled... The short of it is this- to clarify, the excursion on that other site is NOT my rig. I hope my conversion looks as nice as his when I'm done though. I'll gladly keep everyone updated with progress whenever that happens. Weather and work schedule as well as the need for some expensive parts (perhaps a suncoast torque converter) have me had me stalled for months, but I'm slowly gathering the goods. BTS tranny: my 35" tires with 3.73 gears makes the spread between gears too wide for a 3 speed with overdrive. The Allison is a 4 speed with overdrive, and I have the option of going with a double overdrive. May end up switching gears anyway though. From what I've heard, straight 6 engines have a narrower torque band than a V-8, and the gears were too far apart for the 7.3 IMHO. The Allison is a very expensive option though. It would have been far cheaper to keep the BTS. Coldair, I'll take your recommendation for the step under advisement when I have extra money to blow. I have to figure out if I'm going to be into a body lift or cutting the tranny hump because of the unusual engine with the rear gear train AND the SAE#3 housing.  

Clam, Is the allison you have a 1000? Or something different from a frieghtliner? I am interested in doing the Cummins CR swap in my wifes EX...But I am looking into a 5R100. I may be able to get a Allison 1000 6 speed for pretty cheap though. We'll see. Brent.  

I bought a 5 speed Allison 1000 freshly remanufactured. The expense for an allison is at the back end when it comes time to hook up a transfer case. My rear housing is for a 2wd, so I have to change that too. Suncoast has one for around $1,200, but then I still have a spine size difference, so another option for me might be a divorced transfer case, or else I need to buy one that fits the allison or somehow adapt my transfer case. Not sure if that last one is possible.  

You probably thought of this already but what about a GM tranfercase intead of the Ford one... I don't have the time and money spent like you have spent on this swap...So please except my lack of knowledge suggestions. I was planning to use a CR Cummins 2003-2004.5 model year with a 5R100 or Allison 1000 6speed. The adaptors are obviously available aftermarket to bolt them all together. Along with the transmission modules to make them shift. As for the transfercase region??? We'll see, I'll probably do whatever you do /forums/images/%%GRAEMLIN_URL%%/laugh.gif I guess being the pioneer for a project Clam isn't fun all the time. Brent.  

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: BDS</div><div class="ubbcode-body">You probably thought of this already but what about a GM tranfercase intead of the Ford one... I don't have the time and money spent like you have spent on this swap...So please except my lack of knowledge suggestions. I was planning to use a CR Cummins 2003-2004.5 model year with a 5R100 or Allison 1000 6speed. The adaptors are obviously available aftermarket to bolt them all together. Along with the transmission modules to make them shift. As for the transfercase region??? We'll see, I'll probably do whatever you do /forums/images/%%GRAEMLIN_URL%%/laugh.gif I guess being the pioneer for a project Clam isn't fun all the time. Brent. </div></div> It may not always be fun but it's always expensive. I'd stay away from the Allison 1000 unless you can pick up a used one with the transfer case attached and includes wiring and Transmission Control Module (TCM), and that's assuming there are adapters to go from the engine you choose to the Allison. The SAE #3 housing is about 7" thick and was used between Cummins / Allison setups in UPS style step vans- but that creates a length problem for drivelines, and I have yet to see if I'm going to have to do a body lift or cut out the tranny hump. My advice, keep it as simple as possible. Read that entire thread that I posted a link to if you are serious about doing a swap and note that that guy spent a YEAR collecting parts and doing research. I've been at it since the end of last march ('07) and still have to assemble my engine. The rest of the gasket set arrives next weekend. BTW, gasket sets are spendy...obscenely so. There are currently NO aftermarket modules to interface the cummins with the allison unless I find a Cummins computer, and I've given up and bought a dodge computer. The GMC TCM will probably have to operate as a stand-alone without engine input, and I've heard good and bad rumors on doing that. I can't tell you about the other tranny options because I haven't investigated them. Simplest solution is get the entire powertrain out of a dodge pickup and have that tranny built by Goerend (spelling ?) Brothers. That's what the guy I linked to did.  

Clam, I may be confused but check out THIS link and scoll down...Half the way down is the adaptor plate to bolt a Cummins to a Allison 1000. Then scroll to the bottom of the page and there is transmission moduels for the Allison 1000. The description says "Stand Alone" so I do not know for sure but I figured it meant it is the brain needed to make the Allison 1000 work in transplants like yours and hopefully mine. I also thought that the TS performance truck was using a Cummins 24v with a p-pump and a Allison 1000. Brent.  

Oh yeah, sorry, I forgot about the Destroked adapters because I'm not using one because of the SAE #3 housing that came with my engine. I bought an Allison 1000 that fits the SAE #3 which is a different bolt pattern than the Allison 1000's in the pickups. They build good products and I think that is probably the better way to go- at least you won't be cutting the floor up that way. As far as I know, the stand alone controllers from PCS for the Allison 1000 do not exist. The rumor I heard was that after a couple years of expensive R&D, they gave up. The closest thing available is the ATS "CoPilot" http://www.atsdiesel.com/atswebsite/ProductsGM/CoPilot.asp However, if you look at the technical data, it appears that it is set up to run ONLY behind a Duramax, therefore it is not a stand alone. Please double check that as I only spent a couple minutes looking. You might want to call them and see if they think you can hook it up to the Cummins ECM. If you do, let me know what they say. There are some folks around that have tinkered with the Allison TCM and there are witnesses who swear that the trannys run great disconnected from the engine ECM. So it's risky being based on rumor and subjective second hand comments.  

The last I read on the PCS controller controlling an ALLISON was that it would randomly go into reverse while traveling at highway speeds. The ALLISON uses a very unique shifting method and is very difficult to duplicate.  

That would be ugly as sin. There's some guy who lives in the Seattle area that supposedly knows how to make the stock unit work well as a stand alone. I'm inclined to believe that there is probably a way to pick up signals between the engine and tranny because I have a hard time believing that Motorola would actually spend the money to reinvent the wheel. I'm just running on a hunch, and only time and experiments will tell. I just wish that the ECM and the PCM were "open source" software instead of proprietary to the Nth degree. But Cummins isn't going to release their software, Motorola isn't going to divulge their secrets an neither is Dodge or GMC, and they would all have to agree for that to happen to benefit me. It would also put the makers of aftermarket programmers out of business, but I've spent $1,200 or more already programming the 7.3 and it's now junk- and the truck only has 117,000 miles on it. As an aside, I'm going to be pissed if all of my PM's got dumped in the change over to this new software, and so far, it looks like they are gone.  

June 27, 2008 update: Been busy and broke, but I'm pecking away at it. I've moved the firewall back 6" adjacent to the steering column to make room for the engine mounted air compressor for onboard air. Don't do it- it's not worth the effort. Last night I finished installing the shift kit in the Allison 1000 and I also installed the super heavy duty output shaft housing from Suncoast so the transfer case won't break off the back of the tranny. I bought a rebuilt transfer case that is the same as my stock 273F, but it has the correct input spline (manual tranny) to match the Allison automatic. It also has the reluctor wheel installed in the tail shaft so the tranny will get the right output speed signal in 4 high and 4 low. The Suncoast housing is drilled to match the 273F at the correct angle for the Excursion. Today I went to the wrecking yard and got the pigtail for the go pedal, necessary for the 2005 cummins ECM to operate. I won't have to bell crank the TPS that way. However, I'm striking out so far in locating a wiring harness for the Allison. Been to the dealer, wrecking yards and Allison, but nobody has one. Not sure what to do at this point. St.Clair Technologies builds the factory harnesses but I'm not sure if they will sell just one. I'm going to test fit everything this weekend and deal with the mounts. I still need a bunch of small stuff to get it running, but at least I'll have it out of the garage...I hope.  

you a mean one MR gulch :domotwak:  

cummins into ford Hey, There is a company near where I live, its in Kalispell Montana and its called fordcummins.com and they do cummins conversions into fords. They have all kinds of mounting kits, etc for putting a cummins into the ford. I just talked to Dave there today, and they are finishing up a Excursion conversion and they are using the ford 5 speed torqueshift tranny. He said it had a v10 too at birth. Just thought this might be some help as they have done it a ton of times and sell parts to do it. Hey, I was even thinking of selling my powerstroke x and looking for a limited v10 for dirt cheap and going with the cummins but this is a daily driver right now. Hope this helps!  

I'm determined to do mine myself- the hard way, and certainly the most expensive way...so it would seem. I'm working out final details on my firewall mods today. Engine, Tranny and T-Case have all been in together to check clearances and motor mount locations. Final trim and patch work going on now and I'll dress the engine with the accessories before it goes back in and gets bolted into place. Tranny mount arrives tomorrow, but I have to build a whole new cross member because the T-case is in a different location and rotated down far enough that I can't use the stock one.  

Have you considered converting to a manual transmission in the Excursion? I wonder if that would be cheaper and very unique  

I feel the need to make a comment on the manual transmission issue. I admit that at first I was thinking of getting a manual transmission (I was looking at pickups in addition to the X), but a few test drives with the torque shift convinced me otherwise. There is no longer any palpable advantage to manual transmissions --- modern automatic transmissions are smart and efficient. Add to that the fact that any clutch dealing with 500+ lb/ft of torque is going to be a bit of a bear to work with and it pretty much makes sense to use automatic. Add to that the fact that many fleets of large trucks are converting to automatic transmissions as they last longer and are easier to service (all the smarts are electronic rather than oodles of little parts (like what make up modern syncromesh)) And you're left with a manual tranmission simply being a status symbol and a method to discourage people from wanting to borrow your truck.  

I'm really looking forward to having this Allison 5 speed mated to the Cummins for the reasons Zaphod names. I installed a shift kit which meant dismantling almost the entire tranny, but I was able to reassemble it quite easily with a tranny book. It's a lot easier than I had ever imagined. If I needed to rebuild it, I now know I could do it myself. But I'd leave the older trannys and even the manuals to a professional rebuilder. I think a torque shift behind a Cummins would be an outstanding option if the truck originally came with one, and I'm sure someone will do one sooner or later. Mine came with a 4R100, which I had BTS build, but I sold it because it has one less gear than the Allison. Also, if I change the valve body, I can bump my Allison up to a 6 speed (double overdrives).  

any news? ..I just bought a 12V Cummins repowered excursion. I am finishing the previous owners unfinished stuff etc and Taking the Truck in a slightly different direction. The Excursion has a 5 speed NV4500 in it now . I am debating swapping a new '07 G56 I have set aside for my first gen dodge ..into the excursion. This would help bring the gear spacing on the shifts closer, and would be nice for my wife (the intended daily user ha). The G56 has a new southbend Fe clutch here in the box..while the nv4500 has a enterprise dual disk in it now and that is a nice shifting setup when you don't use the clutch..Thats fine with me from using the big trucks, but my wife is still not used to that yet. whereas the G56 and single disk south bend FE would be like a regular manual trans etc. Hope to hear see more about your conversion. Thanks Deo  

Well, I quit my job July 25 and moved from Washington State to South Carolina. I finished the sheet metal work on the firewall and glassed it in that same day. Soon as I finished, I dashed to the airport so I could start my new contract job on July 28. Guess where the Excursion still is. I'm hoping to get my son to finish it, or at least get some things done on it while I'm here. I have to send the Suncoast tranny housing back- they misclocked it for a monster show truck. If my son doesn't work on it, I won't get to it until probably June or July...or maybe August, then I'll spend another year's vacation pissed off because I have to work on it instead of driving it to Alaska.  

• ?            
• 211.5K members

Top Contributors this Month

• Jeep Dana Model 18
• Jeep Dana Model 20
• Jeep Dana Model 300
• Jeep NP 208, 219, 229
• Jeep NP 207, 231, 241OR, 242
• Jeep NP 207, 231, 241, 241OR, 242
• Jeep NP 207, 231, 241J, 242
• Dana Models 18 & 20
• Jeep T98 (M715 Trucks)
• Jeep T14 & T15
• CJ Series, '72-'75
• CJ Series, '76-'79
• J Series Trucks & Wagons, (I6 only) '72-'79
• Jeep NV3550
• Jeep NSG370
• AMC / Jeep TH400, TF727, TF909/999
• Ford Transmissions
• Chevy TH350, TH400 & TH700R4
• Ford T18 & NP435 Transmissions
• GM SM420 Transmission
• GM SM465 Transmission
• Jeep AX15 Transmission
• Jeep NV3550 Transmission
• Jeep T150 Transmission
• Jeep T176 Transmission
• Jeep T90 Transmission
• Dodge NP435 Transmission
• CJ Universals, '46-'86
• YJ Wranglers
• TJ / LJ Wranglers
• FSJ Trucks, Wagoneers, Cherokees
• C101 / C104 Commando
• Utility Trucks & Wagons
• FC Series Trucks
• M715 & M725 Trucks
• XJ Cherokee / MJ Commanche
• CJ Universals, '72-'86
• CJ Universals, '46-'75
• CJ Universals, '76-'86
• JK Wranglers
• FSJ Trucks '63-'79
• FSJ Wagoneers
• M715 / M725 Trucks
• YJ Wranglers, '87-'95
• C104 Commandos, '72-'73
• Early Jeep CJ
• Electric Fan & Shroud Assemblies
• SM420 Packages
• SM465 Packages
• NP435 Packages
• T18 / T19 Packages
• AX15 Packages
• TH350 Packages
• TH700R4 Packages
• TH400 Packages
• 4L60E / 4L65 / 4L70 Packages
• Shift Linkages
• Dana Spicer Model 18
• Dana Spicer Model 20
• Dana Spicer Model 300
• New Process / NVG 231
• New Process / NVG 242
• New Process 207
• New Process / NVG 241OR
• Engine Cover
• Gen III+ Engine Parts
• Air Intake Ducting
• Wiring & PCM
• Vehicle Speed Sensors
• Tachometer Emulators
• Clutch Parts & Flywheels
• Pilot Bushings
• Exhaust Headers
• Rear Mount Units
• Air Conditioning
• Air Intake Components
• CJ, 1972-1986
• TJ Wranglers & XJ Cherokees, 1997-2004
• Small Block V6
• Small Block V8
• Big Block V8
• GM Generation III+ V8
• GM Atlas I6 & I5
• Ford Windsor Small Block V8
• Mopar 318 & 360 V8
• Ford 1.8 thru 2.5 I4
• Diesel Engines
• Other Engines
• CJ2A & CJ3A, '46-'53
• CJ3B, '53-'64
• M38 & M38A1, '50-'68
• CJ5 & CJ6, '55-'71
• DJ Dispatcher, '55-'64
• C101 Commando, '66-'71
• C104 Commando, '72-'73
• CJ5 & CJ6, '72-'75
• CJ5 & CJ7, '76-'79
• CJ5, CJ7 & CJ8, '80-'86
• Utility Trucks & Wagons, '47-'64
• FC150 & FC170 Trucks
• FSJ Trucks, Wagoneers & Cherokees
• XJ Cherokee & MJ Comanche
• YJ Wrangler, '87-'95
• TJ Wrangler, '97-'06
• Early CJ Universals, '46-'71
• CJ5 & CJ7, '80-'86
• Muncie SM420
• Muncie SM465
• Borg-Warner T18 & T19
• New Process NP435
• New Venture 4500
• Borg-Warner T90
• Borg-Warner T98
• Borg-Warner T14
• Borg-Warner T15
• Borg-Warner T150
• Tremec T176
• Borg-Warner SR4
• Borg-Warner T4 & T5
• Peugeot BA 10/5
• Aisin Warner AX5
• Aisin Warner AX15
• NP / NVG 3550
• Daimler NSG370
• BW 1305 / 1339 QuadraTrac
• FSJ New Process Transfer Cases
• New Process (NVG) 231
• New Process (NVG) 242
• New Process (NVG) 241OR
• Driveshafts
• Fuel Economy
• Conversions, Rules vs. Mythology
• 24 to 12 Volt Electrical Conversions
• Early Jeep Steering Knuckle Repair
• Electronics & Wiring
• Capabilities
• Your Privacy

The Novak Guide to the

Nv4500 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.

Identification

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:

• Dana 300 , 1980-1986

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.

• Forum Listing
• Marketplace
• Advanced Search
• Cummins 4BT & Diesel Conversions Forums
• Transmission, Adapter, Transfercase Discussion

nv4500 General Question

• Add to quote

I drove a 12v with a nv4500 for the first time recently. I've driven several nv5600 trucks and they drive amazing. Are the nv4500's normally very clunky shifting and gear spacing really wide? The truck I drove was not in the greatest state of condition and had high miles. I ask becuase were planning a 12v nv4500 swap into an old chevy truck for a friend. He wants a low power good mpg nice driver that will haul some parts around for his shop. If the nv is typically that clunky we may look into an automatic.  

These are truck trans., so they will never be like a T-10, etc. If the 4500 you drove was a lot different than the 5600, the 4500 is probably ready for a rebuild. The 5600 has one more gear in the same space as the 4500, so the ratios will be somewhat closer. You will want to get your cruise RPM around 1800 for best economy, so figure in your tire OD, cruise MPH, and choose the appropriate rear end ratio to fit. About 3:1 works well for most applications, since there are no mountains in MI.  

edpruss said: If the 4500 you drove was a lot different than the 5600, the 4500 is probably ready for a rebuild. Click to expand...

NV4500 should shift smooth and easy, with synchro on all gears. Gear ratio spacing sucks on 3rd-4th shift, otherwise it's okay. With a diesel if you add a 3,200-3,800 RPM governor spring it helps to make up for that lack in 3-4 shift ratios. Your gear ratios are one of the most important aspects of any build, often spelling the difference between happy success and miserable failure.  

The 3 - 4 shift sucks when I'm towing my Dakota. Pretty much have to redline it in 3rd just so it's into the power band in 4th. When the truck is empty the gear spacing is not very noticible. I'd love to add a gear vendors onto the back of my NV4500.  

Ours shift really smooth no clunks no knuckle busting As far as the wide 3-4 never had an issue as oil burner has the tq to pull it I always liked the wide ratio trannies if you have the power to pull them Drove the 5600 its nice but the 5th being by reverse sucks The g56 they finally got a trans right smooth durable rock solid I prefer the 4500 over any trans the only drawback would be the fifth gear issue Fully splined mainshaft with retainer rings and red locktite for dodge for fifth Two piece locking collar for the chevy version is bomb proof for fifth Have both enjoy them much..  

Another option I never see is the 833 mopar 4 speed That was going to be our choice but fell into a good deal on nv The 833 held up to the 426 hemi cars quite well robust and smooth Overdrive with a 3 speed just what the oil burner needs Not a fan of shifting but hate auto's..  

Yes the A-833 was one heck of a stout trans! Just be aware that during it's run there were various gear ratios and spacings offered, some intended for mileage, others for acceleration though the gears.  

Nv's hate gear vendors behind them it will fubar fifth real quick Its only the size af a golf ball and any load multiplied on it well not good If you have a real light vehicle you may sqeak by but the 2 Ive sern ate the gear quick Yea close ratio and wide ratio on 833 Big blocks vs small blocks guess which ones went where..  

• ?            
• 376.4K posts
• 53.2K members

Top Contributors this Month

• Search forums

Follow along with the video below to see how to install our site as a web app on your home screen.

Note: This feature may not be available in some browsers.

• Vehicle Tech Forums
• 80-Series Tech

Builds   Dirty Koala Build - Cummins Common Rail + NV4500 + HF2AV Swap (9 Viewers)

• Thread starter Dirty Koala
• Start date Apr 28, 2014
• Tags 6bt cummins diesel manual conversion nv4500

This site may earn a commission from merchant affiliate links, including eBay, Amazon, Skimlinks, and others.

More options

Dirty Koala

• Apr 28, 2014
• Basic Maintenance
• Welded body trim & flare holes
• Dual Battery Isolator - Hellroaring
• Welded Roofrack holes & Installed ARB Bumper
• Sound Deadener Install
• Dual Battery Control & Monitor
• Installed New Carpet
• New Leather Installed
• Part-Time Transfer Case
• Body Prep for Monstaliner & Cuttingboard Tailgate
• Monstaliner - Toyota Dark Green
• 97 Cummins 6BT Acquired & Custom Rack Installed
• Diesel Adapter Parts 1
• Engo 12K Winch
• Diesel Adapter Parts 2
• Rausch Creek Wheeling & Installed Slee Radius Arms
• Custom Drawer System by @fireball
• Backup battery Isolator video
• YodaTEQ Gullwing review video
• Cummins Rebuild underway
• Cummins rebuild finished & delivered
• Finished NV4500 Rebuild and mated HF2AV
• Diesel conversion officially started
• 1FZ-FE and Trans get pulled for Cummins Swap
• ABS & LSPV Delete - Manual Proportioning Valve
• Intercooler Pass-Thru Tubes
• Clutch Pedal Assembly
• Tundra wheel Re-finishing
• Alternator Mod - Dodge / Toyota Hybrid
• Using Toyota sensors on Cummins
• 37's and Tundra Wheels
• NV4500 / HF2AV Shift lever bracket
• Modified Engine Harness
• Clutch Master & Pedal Swap
• Cummins and NV4500 Installed
• Modified Crossmember Steering Box Spacer & HP PS hose
• Modified NV4500 Shifter
• Fuel Supply Connections
• Tach Pickup
• Sending Unit and Fuel Filler Mods
• Finished Shifter Console
• Clutch Hydraulics
• Down Pipe & Gauges
• Potentiometer Install for Gauges and Lockers
• Troubleshooting Electrical - Starting Circuit
• First Trip Report - CMCC '16
• New Turbo & AFC Live 2.0
• Awesome @Beno box
• Don't use AVM Hubs
• Front Diff Carnage - CMCC ' 16
• Harrop Lockers, 4.10 Gears and Knuckle Rebuild
• Slinky Stage 4 Suspension
• Slee Steering Linkage Install and Wits' End Quarter Panel Design
• Slinky & Electrical All-nighter
• Typical Cummins oil leaks
• LOTS of wiring & Speski Rack
• Cross Country Trouble
• SWAdventure18 trip Report
• New Condenser, Group 21 AGM's x 3 & Family Camping in Spanish Fork
• Rear Defrost switch mod for Grid Heater & Ignition wiring re-do
• Panhard Mount Rebuild
• Thread starter
• Rebuilt PS Knuckle - Replaced wheel bearings, spindle, birf, hub and seals - All OEM
• Rebuilt DS knuckle - Replaced wheel bearings and seals - All OEM
• Replaced Rotors, Calipers, Pads and soft lines with OEM parts
• Replaced PHH with SAMCO Sport silicone and breeze constant torque clamps
• Replaced FHH with SAMCO Sport silicone and breeze constant torque clamps
• Replaced water pump and gasket - OEM
• Replaced heater control valve - OEM
• Replaced the three o-rings in the heater by-pass tube above the thermostat - OEM
• Replaced thermostat - OEM
• Replaced the gas tank door spring - OEM
• Replaced oil cooler hoses (trans to radiator, radiator to AUX cooler, Aux cooler to Trans)- Gates 3/8" ID P/N 27059 and Breeze constant torque hose clamps size 10.
• Replaced both drive and A/C belts - OEM
• Replaced fan clutch - ASIN Blue OEM
• Flush all old coolant out of block
• Replaced Radiator - OEM
• Replaced 3 main radiator hoses - OEM using Breeze constant Torque Hose clamps
• Relocate washer bottle using slee braket and install 2nd battery tray
• Replaced A/C Tensioner Pulley - OEM
• Replaced inlet hose to heater control valve - OE
• Replaced No.3 water bypass hose - OEM
• Replace gas filter in manifold (broke nipple whilst climbing around engine bay) - OEM
• Replace PCV valve and grommet
• Replace both PCV hoses
• Replace manifold vacuum lines (that can be reached without removing manifold)
• Replace EVAP hoses on charcoal canister
• Install Depo LED tail lights
• Install 31M DHP as primary battery and create new tie down bar & hooks
• Replace all primary battery cables and grounds with fourrunner's 1Ga and 4Ga cables
• Install Blue Sea 5029 fuse block in engine bay
• Install 34M DHP as backup battery and create new tie down hooks
• Install Pfran LED reverse light bulbs
• Fix Front Drivers Power Seat - Forward/Reverse (Gamaviti Gears)
• Replace wiper blades - Bosch Icon 18A
• Strip interior and wash out all mud, dirt and grime)
• Fix Front Passenger power window (replace motor)
• Paint front grill black and install TEQ emblem
• Bypass and Delete rear heater (heater motor not working)
• Cut out rust spot on front drivers side drain channel and weld in new steel.
• Replaced both u-joints in front drive shaft - OEM
• Weld up the 50 flare holes and trim holes
• Paint welded holes with POR15
• Paint rust repair on drivers floor with POR15

Overland Tailor

Relay for the rear heater. ...via IH8MUD app  

Boltripper said: Relay for the rear heater. ...via IH8MUD app Click to expand...

I don't have the wiring diagram to verify, but I don't think its used with anything else but the heater. I might leave mine and utilize it in the future for another mod that would require a relay.  

Boltripper said: Looks great.... and hey, I'm not the safety police or a pansy, just someone who cares about fellow mudders and was unfortunate enough to witness an "E" size oxygen cylinder get knocked over and bust the valve. Pushed a huge snap on tool box right into a $3M medical helicopter in the hanger doing countless $$$$$$$ damage. Get something to strap that 75/25 bottle in so it wont fall over... Click to expand...

Booger weldz

I strap my bottle to the vehicle or gate depending where i work. Someone tipped mine over once and fortunately it landed in dirt/grass and mearly broke the low pressure gage on the regulator. If you quickly open the valve on these you can easily blow the hat off a coworkers head 10 feet away. 2300 psi to 14.7 through a 3/4" hole equals propulsion!!  

Rum Runnin'

• Apr 29, 2014

GLTHFJ60 said: Beautiful rig Click to expand...

Boltripper said: Get something to strap that 75/25 bottle in so it wont fall over... Click to expand...

ExpoGeorgia

• Apr 30, 2014

I love what you have done to the 80, does it have a 4 inch suspension lift? Get some pics when you take it wheeling!  

ExpoGeorgia said: I love what you have done to the 80, does it have a 4 inch suspension lift? Get some pics when you take it wheeling! Click to expand...

• May 4, 2014

• May 9, 2014

Looking great!! What's the part number of those U Joints. My OEMs didn't look anything like that  

Stevesnj said: Looking great!! What's the part number of those U Joints. My OEMs didn't look anything like that Click to expand...

that magnetic tool is slick...... I wish I had that when I did my flares, I did not have a helper so I just welded em up, I found out later I got lucky in that I did not do any damage to the interior....  

It's looking really nice!! Is that all the cancer you had to cut and patch up?  

1973Guppie said: that magnetic tool is slick...... I wish I had that when I did my flares, I did not have a helper so I just welded em up, I found out later I got lucky in that I did not do any damage to the interior.... Click to expand...

nigelsiam said: It's looking really nice!! Is that all the cancer you had to cut and patch up? Click to expand...

Similar threads

• landcruiserlover8
• Mar 21, 2024
• Oct 15, 2023

• Jun 12, 2023

• Sep 7, 2023

Users who are viewing this thread

• Stay logged in

Share this page

• 888-316-2940
• [email protected]

Rebuilt NV4500 into Dodge Pickup 1994-2003 with 5.9L Cummins (Replacing 3 speed auto trans 47RE/48RE or locking 47RH) for 4wd Only

Prices are Subject to Change Without Notice.

Installation notes below pricing Tables

For more detailed information on what is involved in a conversion click here

Note: When comparing our pricing with others, make sure you are including the same parts, and are comparing the bottom line. We do not think we will be beat often, both in service and price.

Customer Service: When you buy a package from High Impact, free tech support is available for any questions or issues you may have both during and after your install. An engineer will go over the details of your system with you at the time of purchase to go over options, and verify the exact engineering and parts included in your kit is correct for your application.

Package for 4WD:       Installation Notes below. Note: Parts can be purchased separately also.

To purchase online click here

Package for 2WD: No longer available

Installation & Application Notes: 

NV4500 Replacing an Automatic Transmission:

The package above forms a system is designed to replace an automatic transmission Behind a Cummins Diesel. All of the major components needed are supplied for this conversion, with the exception of the clutch pedal assembly.

Clutch Pedal assembly

These parts are available from the dealer, or if you prefer, a junkyard. You will want the stock bracket, pedals and linkage components from your same-year stick-equipped vehicle. The master cylinder we supply will fit this assembly. If desired for convenience, we can attempt to source these parts from a dealer, however most likely at a higher cost than you can buy them direct from the dealer.

4WD applications

Dodge Cummins Trucks with auto transmissions: were supplied with a 23 spline input on the transfer case. All of the Factory Dodge Cummins 5 speed applications were 29 spline into the transfer case. The 29 spline shaft is stronger than the 23 spl shaft, and the auto trans with the torque converter does tend to cushion the output of the trans from the heavy torque pulses generated by the Cummins diesel.

NP241 or 271: All we would need to change is the input gear and bearing. Also comes with seal and pocket bearing – $165.

Drive Shaft(s) You may need to have your driveshaft(s) modified for length. A local driveshaft shop is usually available to do this.

Stick Shift

It will be necessary to cut a hole in your floorboard to accommodate the stick shift. A simple boot can be mounted over the hole to dress this.

Cross Member

You will more than likely need to modify your current cross member.

You will need to have your computer reflashed or replaced to accept a 5 speed. Sometimes nothing needs to be done to computer it just automatically adjusts.

Drive Shaft(s)

You may need to have your driveshaft(s) modified for length. A local driveshaft shop is usually available to do this.

You will need to obtain a Dodge style slip yoke,

Follow Us x

• Child Custody Law
• Spousal Support
• Child Support
• Financial Elder Abuse
• Trust Litigation
• Estate Planning
• Business Law
• Divorce & Annulments
• Divorce & Owning a Business
• Donal Casey Cummins
• Melanie Abea
• Testimonials
• (925) 552-0600

Donal Casey Cummins did his under-graduate studies at Gonzaga University and graduated with a Bachelor's degree in Business Administration. After serving three years in the US Army, he returned to San Francisco and entered the University of San Francisco, School of Law. He graduated in 1970 with a Juris Doctor degree, passed the California State Bar Examination later that year and started practicing law in the Bay Area after forming The Law Offices Of Cummins & Holmes in 1971. At the beginning of his career he worked in many disciplines of the law. As the years of practice rolled along, his practice has narrowed and focuses primarily on all aspects of Family Law. Because in many divorce cases there are a myriad of business interests involved he still maintains an expertise in both business and civil litigation and transactional matters. Wills and Trusts are (or should be) an important part of family life for everyone today. Mr. Cummins has written hundreds of these testamentary documents over the years of his practice and continues to offer that service as well. Mr. Cummins has also been a Judge Pro Tem in the Family Law Department of the Contra Costa County Superior Court. As a result, he is able to bring a unique perspective to the approach a particular case may require. He understands the issues from both the advocacy and judging points of view. With over forty years in practice, Mr. Cummins has dealt with almost every situation involved in a case. His thorough knowledge of the issues and his empathy with clients helps relieve the pain and frustration that accompany any legal entanglement, especially those in divorce proceedings. Mr. Cummins' San Ramon office is conveniently located for people living or working in Livermore, Pleasanton, Dublin, San Ramon, Danville, Diablo, and Alamo.

Education University of San Francisco School of Law, San Francisco, California J.D. - 1970 Gonzaga University B.B.A. 1963

Professional Associations & Memberships American Bar Association, Member California State Bar Association, Member Alameda County Bar Association, Member Contra Costa County Bar Association, Member

Areas of Practice:

• Business Litigation
• Business Formation

The Law Offices Of Cummins & Holmes

18 Crow Canyon Court, Suite 340 San Ramon, CA 94583

Call Us Phone: (925) 552-0600 Hours Mon: 9:00AM-5:00PM Tue: 9:00AM-5:00PM Wed: 9:00AM-5:00PM Thu: 9:00AM-5:00PM Fri: 9:00AM-12:30PM Sat: Closed Sun: Closed

• Copyright © 2024 The Law Offices Of Cummins & Holmes, all rights reserved.
• 18 Crow Canyon Court, Suite 340,   San Ramon ,  CA   94583    (925) 552-0600

Register and enjoy the benefits and special prices

You're in a treat

Switch currencies in the main menu: CAD, Euro, MXN or GBP

• español "> español
• français "> français

• Things To Do

Destination

Choose dates.

• Left : previous day
• Right : next day
• Up : previous week
• Down : next week
• Page up : prev month
• Page down : next month
• Alt + Page up : prev year
• Alt + Page down : next year
• Home : today, or closest selectable date
• Enter : select date
• Escape : close calendar and return to the text input
• Up or Down (while inside the text input): open calendar

Ready for a seamless travel?

Stay connected on the go, get your sim today, discover our nexus collections.

A myriad of curated excursions and experiences, carefully tailored for all types of travelers. Whether you´re seeking a couple´s adventure, team-building activities, a family getaway or just flying solo, we have the perfect experience waiting for you. Explore, choose, embark on your next unforgettable escapade, repeat.

Insta Friendly

Great for Couples

Perfect for Groups

Kids Friendly

The most stunning Caribbean destinations with NexusTours!

Immerse yourself in the picturesque sights and sounds of Cancun, bask in the sun on Punta Cana's golden beaches, wander through the beauty of Aruba, soak in Jamaica's unparalleled culture, or explore the distinctive landscape of Costa Rica. Wherever you go, you'll discover the best of the Caribbean with nexustours. Plan the perfect getaway with a safe and comfortable airport transfer.

Explore the most breathtaking destinations in the Caribbean with NexusTours!

Get ready to embark on the adventure of a lifetime with the top excursions! Explore breathtaking landscapes, witness incredible wildlife, and immerse yourself in local cultures. Whether you're looking for thrills and excitement, or a relaxing escape from the hustle and bustle of everyday life, you'll find it all on these unforgettable trips. Don't miss your chance to make memories that will last a lifetime - book your top excursion today!

Top Excursions

The best destinations

Immerse yourself in the stunning sights and sounds of Cancun, soak up the sun on the golden beaches of Punta Cana, and explore the beauty of Aruba.

Why book with NexusTours ?

Dedicated local & virtual customer service

Largest product selection

Great value for money

Book now and pay later

TripAdvisor Traveler´s Choice Destination Winners

Where would you like to share this product's description?

• Conferences
• What We Believe
• Bible Way to Heaven

Dr. Jack Trieber

Pastor Trieber has been the pastor at North Valley since March 1, 1976. He took over the fledgling church with twenty-two people in the first Sunday evening service. God has blessed this church each year with substantial spiritual and numerical growth. Under his leadership, hundreds of pastors, evangelists, missionaries, and Christian servants have been called and sent forth into the Gospel ministry. Pastor Trieber is featured daily on KNVBC Revival Radio.

Cindie Trieber

Born into a pastor's home in Rockford, Illinois, Cindie (Swanson) Trieber has been in or around the Gospel ministry her entire life. She was married to Jack Trieber in 1972. Over more than 50 years of ministry, Mrs. Trieber has served in almost every capacity imaginable. Currently, the Triebers have three children and fourteen grandchildren.

Christine Apusen

Mrs. Apusen was born in the Philippines and grew up as a devout Catholic. Her family migrated to the United States in 1985. She came to know the Lord Jesus Christ as her Savior in 1987. In 1994, she married Tom Apusen. She stayed home as a full-time mother of three for almost 16 years since the birth of their firstborn in 1997. In 2012, she joined the NVBC staff as a part-time secretary to Bro. Apusen.

Brother Apusen was saved under the preaching of Dr. Curtis Hutson during our first Pastors' & Workers' Conference in 1986. He graduated from Bible college and joined our staff in 1993. He has faithfully served as the Filipino Pastor, seeing spiritual and numerical growth each year in his ministries. He also leads our transportation departments.

Mrs. Carr was born and raised in San Francisco where she was saved at the age of 11 at Calvary Baptist Church. She and her family have been members of North Valley Baptist Church since 1982. Mrs. Carr has worked in various ministries on the church staff since then. She is presently a receptionist and typist for Pastor Trieber.

John Evertson

In June 2000, after graduating from Golden State Baptist College, John Evertson answered the call to pastor West Valley Baptist Church in Woodland, California. After 19 years, God moved Pastor and Mrs. Evertson to Santa Clara. Pastor Evertson is instrumental in the church and serves as the Campus Pastor for Golden State Baptist College to help guide the future servants of God. Pastor & Mrs. Evertson have four children — Josiah, Jeremiah, Joy, and Joshua.

Luke Flood is a true product of North Valley Baptist Church. Having grown up in a wonderful Christian family, he had the privilege of attending North Valley Baptist Schools from kindergarten through twelfth grade. After graduation, he attended Golden State Baptist College where he earned both his bachelor’s and master’s degrees. He currently serves on staff as the bus director and is responsible for seeing hundreds of people in church on a weekly basis.

Melissa Lico

Melissa grew up in Newark, CA, until her family moved closer to NVBC in 2011. She attended NVBS from 5th grade through graduation. In 2017, she graduated with her bachelor’s degree from GSBC and joined the staff at North Valley Publications. She received her master’s degree in music from GSBC in 2018.

Brandon Luebke

Brandon Luebke grew up in a Christian home, where he was saved at a young age. He began faithfully attending North Valley Baptist Church in 2014, where he met his wife and married her in 2018. God called Brandon into full-time service and ministry, and he joined the North Valley Baptist Church staff as Facilities Director.

Alvin Martinez

Bro. Martinez came to the United States in 1996 to attend Golden State Baptist College. He joined our staff in the maintenance department that year. In 2006, he joined the pastoral staff and started the Lifeline Bible Class, which now averages over 180 in attendance every week. He also teaches an Evening School of the Bible. He and his wife, Theresa, have one daughter, Brooke.

Theresa Martinez

Theresa graduated from Golden State Baptist College in 2001 and married Alvin Martinez. She began serving in our business office that same year. She and her husband have one daughter, Brooke.

Ethan McCurry

Following high school, God called Ethan to attend Golden State Baptist College. While a student at GSBC, he began working in our media department. In 2019, Ethan graduated with a bachelor's degree and married his wife Kimmy, who works at GSBC. He now works on the Revival Time radio broadcast and as the Program Director of KNVBC.

Aaron Moyer

Aaron Moyer grew up in Santa Clara, CA, and attended NVBS from kindergarten to graduation. He now attends Golden State Baptist College, where he is studying Missions. He was hired into our Media Department his sophomore year.

Brother Moyer finished his undergraduate degree at Golden State Baptist College in 2000. After earning his master's degree in 2001, he joined our staff in the graphic design department. He now oversees all the ministry technology, which has grown to include all ministry websites, live streaming, Revival Time radio broadcast, KNVBC Radio, IT Department, sound ministry, and much more.

Kevin Padillo

Kevin Padillo grew up in Manteca, California He met his wife, Sabrina at GSBC. Since 2006, Bro. Padillo has served in our Facilities Department. He is a gifted servant who fulfills a variety of roles in our ministry. He and his wife have been blessed with four children.

Andrew Reimers

Having grown up in a wonderful Christian home, Brother Reimers was saved at an early age. After high school, he moved from Meriden, Connecticut, to attend Golden State Baptist College in 2009. Following graduation, he married his wife Joy and joined the church staff as Director of North Valley Publications.

Hannah Joy Reimers

Having attended North Valley since the age of three, Joy was saved and brought up in this ministry. She graduated from NVBS, married Andrew Reimers in 2014, graduated from GSBC, and joined our staff full-time as an administrative assistant for the church and North Valley Publications.

Jein Reyes and her family migrated from the Philippines to the United States in 2010. They grew up as Catholics, but through the Bus Ministry of North Valley, they came to know Christ as their Savior on Easter of 2013. She was given the opportunity to finish high school at NVBS, and shortly after graduating college at GSBC, she joined the NVBC staff and began working in the Media Department.

Kristyn Romero

Kristyn was raised in Pennsylvania until the age of eighteen, when she came to Golden State Baptist College. She joined our staff in 2013, graduated in 2014, and was married to Eliud Romero in 2015. She currently works on new projects and accounting for North Valley Publications, and also works in the accounts payable department of our finance office.

Rosa Sarabia

Mrs. Sarabia and her family began attending North Valley Baptist Church in 2002. She accepted the Lord as her Savior on Christmas Eve 2003. She was blessed to join the church office staff in 2023, where she serves to assist Pastor Trieber and provide church office support.

David Sloan

David Sloan serves as pastor of the Spanish Department of North Valley Baptist Church. He and his family were missionaries in the Former Soviet Union and the Middle East, where he served as United States representative to the Christian Caucus in the Israeli parliament, the Knesset. He and his wife Jolene have five children. Bro. Sloan is part of a missionary heritage of fourteen families who serve on the mission field, spanning seven countries and four continents. He is also the Missions Director at Golden State Baptist College.

As a single military man, Brother Slye began attending NVBC. Not long after, he was married, and in 1985 he came on staff as the maintenance director for the church. His responsibilities have varied through the years. For the past many years, he has served as the business manager, overseeing the finances for this entire ministry.

Sandie Slye

The Slyes have been an integral part of North Valley for twenty years. Mrs. Slye joined the staff of North Valley in 1986. She first worked as a church receptionist and secretary then taught in our high school for nine years. Now, she assists her husband in the finance department. All three of the Slyes' children have been born while they have served at North Valley.

• Forum Listing
• Marketplace
• Advanced Search
• 1994-1998.0 2nd Gen Dodge 5.9L 12V Cummins
• 94-98 Powertrain
• April's Cummins of the Month is now open for entries!

How long does she have??

• Add to quote

Well I bought a 1996 12 valve 3500 recently. I love the truck. When I test drove it I crawled underneath it with my creeper and looked at the breather hose and there was no blowby. I took the oil cap off and there was VERY little haze and no real blowby. A couple days after I got it home I ran drove the truck and shot a video and there was very very light hazing through the oil cap. I just did my KDP fix and changed the oil. I used Valvoline Premium Blue 15-40 like they sell at the Cummins service centers. The last few days when I run the truck for a few minutes I get some blowby from the oil cap. Today I was going for a good 3 hour drive to get the truck up to speed and really get some highway miles on it to see what it was like on a road trip. When I started out I had some blowby and blowby from the breather hose. For what it’s worth it was drizzling. After my long drive while the truck was hot I took the cap off and had quite a bit of blowby. I’m concerned and pissed. Did I just get hosed on my truck? Did the previous owner put something in the oil to hide a blowby issue until after the sale? Do I need to go back to Abilene and hunt this old man down? (kidding) When you start seeing blowby what happens next? It gets worse until the truck explodes and kills me? (kidding) but really how long before this thing is done? Here is a video from this morning………..  

Sounds like he ran lucas oil stabilizer or stp. Put a catch can on the breather tube to quantify the oil use. Maybe try stiction eliminator for the rings. How many miles on it.?  

Send in an oil sample at next change.  

Thanks. The speedo and odometer aren’t working. The odometer stopped at 139,000 miles…. I’m guessing a looooooong time ago. The engine is clean and there is no oil on it except for some dry oil and dirt at the front valve cover. The underside of the truck is dry dry dry. I park it in my driveway and there isn’t a drop of oil under it. I changed my oil yesterday and kept the oil in the filter. Should I send that in with the Geno’s oil sample kit? What would that show? What is stiction eliminator? Do you have a brand name on that? Thank you  

Was it at operating temp when you checked on test drive? Does the oil cap dance if placed on top while it’s running at operating temp? Honestly, I don’t see a problem with it. My old trucks all looked about like that and didn’t use any oil.  

Checking Blowby

I was looking at different things online about the Manometer and thinking about doing that. I was also talking to another member about it and he suggested a vacuum issue. I had a leak in my radiator last week so I pulled the rad and intercooler off when I did my KDP fix last weekend. After I finished all of that my ABS and Brake lights are on in my dash. I’m wondering if there is a specific vacuum line that may have a leak or a vacuum pump issue I can check? Sorry i’m new to 12 valves so learning curve is steep at the moment.  

Vacuum leak is a good thing to check, to be honest it is not a black and white thing on blow by it could be good for another 500,000 miles like that. To me that is not bad blow by,  

Yeah I’m going to go through the fuses, vacuum lines and really look over the truck tomorrow. If it WAS a ring issue or something with the motor what are the symptoms of it getting worse? Would it just slowly and gradually get worse or would there be an abrupt desaster?  

If it all started after you pulled the front end apart, you most likely knocked the vacuum line off the pump. 30 year old rubber boots are brittle  

Does anyone have a photo of where that line plugs into the pump? Sorry I’m an infant ha  

I got tired of repairing my vacuum lines every time I did anything under the hood. Bought a new vacuum harness from Geno's and haven't had problems since.  

The pump is right under the injector pump, it’s the only hose going into it  

Ok I have a little bit of an update. I checked around the engine bay today and found a tiny vacuum line with a break in it. I repaired it and the blowby went away…… for the most part. There is still a little hazing at the oil fill and none under the truck at the breather hose. WHAT A RELIEF! It’s a wonder how much blowby you can get from a tiny little vacuum line. I would advise anyone who is panicking about blowby to check your vacuum lines. Thanks to you guys for sharing your knowledge. I did a lame quick video that hopefully helps someone else with the same issue. I also gave the forums some credit. Cheers  

• ?            
• 380.8K members

Top Contributors this Month