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CUMMINS MANUAL TRANSMISSIONS

CUMMINS MANUAL TRANSMISSIONS

CUMMINS MANUAL TRANSMISSIONS

Explore our collection of diagrams, gear ratios, and bearing kits for NV4500, NV5600, G56, and other manual transmissions commonly used with Cummins diesel engines.

 

NV4500 TRANSMISSION

The New Venture Gear 4500, colloquially known as NV4500, is a 5-speed manual transmission manufactured by New Venture Gear and used in General Motors and Chrysler products from 1991 to 2007.

The NV4500 is used in light trucks and SUVs including Toyota, Ford, Jeep, General Motors, and Dodge. Commercially produced adapters are available to mate this transmission with many different engines and transfer cases.

The main two variations were the NV4500LD, used in GM gas and Dodge diesel applications, and the NV4500HD, used in Dodge light duty trucks with the Cummins Turbo Diesel and the V10 Magnum gas engine.

Common specifications

Its dry weight is 195 pounds (88 kg), and its oil capacity is about a gallon. The maximum GVW of the contraption is 14,500 pounds (6,600 kg), and the case material is cast iron. The synchronizers are made of carbon fiber composite, and reverse was un-synchronized until 1996.[1]

Lubrication

Synthetic gear oil is required for proper operation and lifespan of the carbon composite gear synchronizers.

Applications

GM Light truck

General Motors used the NV4500 as RPO MT8 & MW3 in 8500 + GVWR light trucks.[2]

  • 1991–2000 GMC & Chevrolet C/K 2500 and 3500
  • 1999 & 2000 Chevrolet Silverado 2500 and 3500
  • 2001–2006 Chevrolet Silverado 2500HD and 3500 and 2007 Silverado Classic
  • 2001–2006 GMC Sierra 2500HD and 3500

1991–2007 RPO MT8 & MW3 Shared Features

  • GM corporate V8 bellhousing to engine bolt pattern
  • GM specific input shaft measuring 6-5/8" in length, 1.125" in diameter with 10 splines and a .590" diameter pilot
  • All 2WD use a fixed yoke output
  • All 4WD use a GM specific 32 spline output

1991–1994 RPO MT8 Features

  • GM NV4500 Transmission to bellhousing bolt pattern (not the same as GM 4-speeds)
  • Right hand mounted hydraulic slave cylinder with fork mounted throw-out bearing
  • 1991–93 1st and reverse not synchronized

MT8 Gear ratios

12345R
6.34 (1993) 5.61 (1994 on) 3.44 1.71 1.00 0.73 6.34 (1993) 5.61 (1994 on)

1995–2007 RPO MW3 Features

  • Dodge Transmission to bellhousing bolt pattern
  • Concentric internal hydraulic clutch slave cylinder with integrated throw-out bearing

MW3 Gear ratios

12345R
5.61 3.04 1.67 1.00 0.73 5.61 (to 1997) 5.04 (1997 on)

Dodge Ram[edit]

Chrysler Corporation Dodge Truck division used the NV4500 as NVG4500 in "Standard" and "Heavy Duty" applications.[2]

Shared Standard Duty & Heavy-Duty Features

  • Dodge NV4500 Transmission to bellhousing bolt pattern (shared with the 1995–2005 GM light trucks)
  • Dodge specific input shaft 7.5" long with .725" diameter pilot (shaft diameter & spline count varies)
  • Concentric internal hydraulic clutch slave cylinder with integrated throw-out bearing
  • 1992.5–1997 2WD Gear drive speedometer in tail housing (Some 1998 may have gear drive)
  • 1998–UP 2WD no speedometer gear (VSS in axle)

Standard Duty 1992.5–2005 order code DDP

  • All Years have Dodge small block bellhousing to engine bolt pattern
  • 1992.5–2002 Used with 5.9 V8(5.2L v8 used NV3500)
  • 2003–2005 5.7 hemi offered with 2500/3500 only
  • 1992.5 only 1" diameter 19 Spline input shaft
  • 1993–UP 1.125" diameter 10 Spline input shaft
  • 1992.5–UP 2WD 30 spline output
  • 1992.5–2000 4WD 23 spline output
  • 2001–UP 4WD 29 spline output

Dodge Gear ratios

12345R
5.61 3.04 1.67 1.00 0.73 5.61 (to 1997) 5.04 (1997 on)

 

NV5600 TRANSMISSION

The NV5600 is a Heavy Duty close ratio 6-speed manual transmission that was used in 1999-2005 Dodge RAM 2500 and 3500 Series ¾ ton and 1 ton Trucks with the 5.9L Cummins Engines.

It was manufactured by New Venture Gear, a division of Magna Powertrain.

Specifications

  • The NV5600 takes a special lubricant, not gear oil. The Mopar part number is 4874464. Transmissions specific 5W30. 5W30 motor oil is not recommended. 5W30 "synchromesh" only.
  • Input Torque 550ft-lb
  • Weight 360lbs
  • Oil Capacity 9.5 Pints (10 w/optional filter)

Close Ratio NV5600 Gearing:[1]

123456R
5.63 3.38 2.04 1.39 1.00 0.73 5.36

 

 

G56 TRANSMISSIONS

The Mercedes-Benz G56 is a heavy-duty longitudinal manual transmission designed for truck use. This six-speed transmission began to be used in the Ram 2500 through 5500 pickup and chassis-cab trucks during the 2005 model year, as the cast-iron 6-speed New Venture Gear 5600 transmission was being phased out. The discontinuation of the G56 for the 2019 refresh of the Ram trucks marked the end of a nearly century-long era of manual transmissions in North American full-size pickup trucks.[1][2]

Features

The G56 was introduced in 2005, featuring a lightweight aluminum case and a significantly higher input torque capacity than its predecessor, the NV5600. Interestingly, both transmissions were offered simultaneously for the 2005 model year, with the NV5600 being phased out by the start of 2006. However, the G56's feat as the only manual transmission in its class would be short-lived, facing challenges from the ever-increasing torque capacities of modern diesel platforms.

As the torque wars escalated, particularly with engines like the 6.7L Cummins turbodiesel quickly outgrowing the G56's capacity, the manual transmission faced a decline. The horsepower and torque sacrifices of G56-equipped trucks became apparent over the years. The shift towards automatic transmissions in the truck segment became more evident, eventually leading to the retirement of the manual transmission option from the Ram HD lineup after the 2018 model year.

Identifying the G56 is relatively straightforward, particularly as it remained the only manual transmission offered in Ram 2500/3500/4500/5500 models from 2006 through 2018. However, controversies arose around its lubrication requirements. While MOPAR ATF+4 was listed as the required lubricant, debates emerged regarding its adequacy. Alternative lubricants, including MobilTrans SHC DC, were considered, leading to discussions on viscosity grades and their suitability.

Reliability

The G56, despite its robust design, faced various issues, including dual-mass flywheel failures, input shaft bearing problems, and bellhousing cracks. The lubrication controversy played a role in related failures, and reports surfaced of irreparable damage after failures. Rebuilding the G56 required specialized knowledge and tools, making it a relatively expensive gearbox to repair.

The G56's reliability and longevity depended on adhering to best practices. Owners were advised to avoid lugging the engine, select the appropriate gear for the load, resist the temptation of performance upgrades, and change the transmission fluid more frequently. Despite its heavy-duty nature, the G56 operated optimally when used within its design parameters.

Legacy

The demise of the G56 mirrors a broader trend in the industry—the decline of manual transmissions in full-size trucks, and marks the end of a nearly century-long era of North American full-size pickup trucks with manual transmissions. Once a popular choice for their simplicity, strength, efficiency, reliability, and low cost, manual transmissions lost ground as automatics improved in efficiency and durability. The shift was driven by changing consumer preferences, with automatics becoming the norm in the North American truck market.

Common applications

  • 2005–2018 Ram 2500
  • 2005–2018 Ram 3500
  • 2008–2018 Ram 4500
  • 2008–2018 Ram 5500

 

 

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