NV4500 in 1980 w/ SD-33T

[NickO]

Ok -- help me out here.

What is it going to take to get a 5-speed behind my diesel?

Looks like I need:

> Jeff's adapter

> nv4500 - looks like the dodge diesel version is preferred, but others can be used. Why?

> transfer case - can I use my Dana 300?

> drive shafts - will I need new shafts?

What am I missing?

____________
nick osiek

 

[ihpartschad]

In red

ok -- help me out here.

What is it going to take to get a 5-speed behind my diesel?

Looks like I need:

> Jeff's adapter yes, you will need to check with him as I am not 100% on the diesel imput shaft

> nv4500 - looks like the dodge diesel version is preferred, but others can be used. Why? lower first gear, there May be a couple of other reasons but I know this is the main one.

> transfer case - can I use my Dana 300? no, you will need to get a Jeep 300.
> drive shafts - will I need new shafts? yes

What am I missing? crossmember will need to be redone, maybe exhaust, trasmission tunnel cover May need to be modified or perhaps new one made. E-brake cable May need to be considered. It May be fine, but with the new crossmember it May have to be addressed. It would be a very cool upgrade though. It could open up some other
gear ratio options for you as well.
____________
nick osiek

 

[ihpartsjeff]

Nick,

the kit works no different when behind the sd33. You want to stick to a late model dodge/GM as the early GM ones have a different bolt patten on the face of it(although I believe our adapter plate can be modified to also work with the early GM). The early GM also has a lower first gear but as long as we convert the trans using that input shaft than we would be ok. You can retain your existing Scout Dana 300 but an adapter from aa will need to be purchased. We usually go with the late model dodge 4x4 nv4500 as it makes for a simple swap in of a Jeep Dana 300.

Right now I'm checking on a rebuilt GM nv4500 with the proper Scout Dana 18/20/300 adapter already installed. Let me know if you're interested in this.

Let us know if you have any other questions.

 

[NickO]

Chad, Jeff thanks for the response.

I have been pondering some sort of performance upgrade to achieve better highway performance without totally destroying my offroad capabilities. Pretty fine line to walk, but even harder with the sd-33 it seems. My current drive train includes: sd-33t with elbow eliminator and 3" exhaust, cr t-19, Dana 300, 3.73s, 33s. These are some of the options I have considered:

nv4500 -- see above.

Higher gears & 4:1 kit for the d300 -- I will probably have a set of 3.54s available soon, but that is only a reduction to about .95. Looks like 3.07s would drop the ratio to about .82 -- pretty close to most o/ds. I have thought about this before, but worried about around-town acceleration, which isn't particularly good now. Do you know anyone with 3.07s in a diesel? Not sure, but I think diesels were only offered with 3.54s and 3.73s, but don't have any reference material here to verify that. Makes me think the factory didn't think much of the idea.

Cummins 4bt re-power -- discussions with cory smith suggest I would need a new engine, transmission, tranfercase, drive shafts, and front axle. Probably ought to replace the rear axle, too -- just for sh*ts and grins. would be a great drive train, but seems a little extreme ($$$).

I suspect there is no good answer, or somebody would have done it already. That pretty much leaves me no where to go but putting a gasser in. Since my diesel is about ready for a re-build, that idea begins to look more and more attractive. To add another wrinkle, we would like to be able to pull a small pop-up camping trailer -- experience pulling a similar trailer in the mountains with the diesel was not fun. I hate to think about trashing the diesel, but I just keep coming back to that answer. If I went to gas, I would be tempted to go 392 -- too much is never enough! Really haven't done much research on gas engine buildups lately, but I think there must be some happy medium between performance and (relative) economy. Daily fuel costs May go up, but I wonder if long-term costs May not be about the same when you factor costs of o/d transmission, custom driveshafts, and engine rebuild. Plus you get a lot more drivability.

Thoughts???

Nick

 

[Matt Main]

In doing some of my own research into engine/drivetrain swaps I found that the nv4500 that was used with a diesel engine (in an oe application) would not work well with a gas engine. Reason being is that the input and output shafts need to be swapped out. I have seen that diesel gets better mileage by at least a few mpg, and the lifespan is typically longer, both very cool things. Something I take into consideration, because id really like to go with the 4bt, is that I would be the only one on trips with my friends wheeling, who is using diesel. That being said, id have to be sure to carry more than enough fuel cause no one else is going to carry my fuel! Another thing to consider is parts cost and availability. You can buy sbc and sbf engine parts are darn near every corner, but not for the 4bt or IH engines, unfortunately.
Anyway, not sure that helps but just thought id toss that in the ring too.

 

[NickO]

Matt,

I'm generally the only guy with a diesel on most of the trail runs I do. But with a 33 gal tank I have about a 600 mile range -- usually more than enough.

I understand what you're saying about the sbc and sbf, but I just wouldn't feel right if it didn't say "International" on the valve cover. Sometimes, I'm not too crazy about having a Nissan.