Retail Price: $685.43
The GM NV4500 adapter to the Land Cruiser 19 spline transfer case is 5.875" in length. And the overall length of the transmission and adapter is 18.250". Adapter material is 356 T6 heat treated aluminum alloy. The adapter has a provision for our heavy duty transmission mount. The adapter kit includes adapter housing, 19 spline spud shaft w/ 31 spline internal, sealed bearing, set collar, gasket, nylon nut, fastening hardware, and adapter instructions.
This adapter assembly fits August 1980 to 1989 transfer cases. The transfer case design was changed to a split-case design configuration with a 19 tooth internal spline on the input gear.
GM 4WD NV4500 (1993-94): During the first two years of the NV4500, Chevy offered this 5 speed with a 6.34:1 1st gear; 2nd 3.44:1; 3rd 1.71:1; 4th 1:1 ratio, and a 27% overdrive. It was also the first year that Chevy changed the bellhousing-to-transmission bolt pattern. This transmission is ideal when converting your vehicle, providing an ultra-low 1st gear. GM, however, only produced this particular ratio during these years. The major complaint of this 5 speed was stiff shifting and noise in 3rd gear.
GM 4WD NV4500 (1995): This transmission is identical to the 1993-94 transmission, except the 1st gear ratio had been changed to 5.61:1; 2nd 3.04:1; 3rd 1.67:1; 4th 1:1 ratio, and a 27% overdrive. The noise and shifting problems had been corrected.
GM 4WD NV4500 (1996-2006): This transmission has the same gear ratio as the 1995 version. Chevy once again changed the bellhousing-to-transmission bolt pattern and went to a larger bellhousing index diameter. This Chevy NV4500 has the same bellhousing-to-transmission bolt pattern as the Dodge NV4500. These transmissions use a GM internal release bearing.
Install Notes: Several adapter kits require you to shorten the existing transmission main shaft while it is still in the transmission case. This is common when a 4WD GM NV4500 is being used. Each instruction sheet gives the exact cut off location. Also refer to the pictures:
1981-90 FJ60/62 when using the NV4500 you are required to fabricate a new crossmember.
Almost everyone would agree that a Toyota Land Cruiser is a very tough and durable vehicle - but it won't last forever. When age, abuse, or expensive replacement parts reach their limits, and the need for a new engine approaches, that's where we can assist you. Whatever your engine, transmission or adapting requirements may be, you can be assured that Advance Adapters has the answer for you. We offer a full line of engine & transmission conversion parts. We also manufacture components for steering upgrades, overdrives, and transmission retrofits.
When deciding to do a conversion, the first step is to select the type and size of engine you would require. You should consider things such as dependability, power, economy, speed, price range, adaptability, and availability of equipment and parts. If you need the knowledge to perform the ordinary to the extreme, this manual is your source for parts and information. We have kits for new V6 & V8 engines, or the original Toyota 6 cylinder engine. We have adapters for use with the original 3 or 4 speed transmissions, or optional truck-type manual or automatics. This manual deals with several types of conversions, so you must be selective in determining what information and parts will be applicable for your specific conversion. Although the information covers each phase of the installation, a separate instruction sheet will come with your shipment illustrating how the parts are to be assembled.
With reference to engine conversion kits, we have found that the Chevy V8 is the most popular. We offer a complete line of products for both the Chevy V6/V8 and Ford V8 conversions. Depending on the year of the vehicle and the equipment that is being used, you may or may not require driveline modifications.
In recent years, one of the more popular conversions for the Land Cruisers has been the use of the Ranger Torque Splitter. The Ranger is a fully synchronized gear splitter that is used between the bellhousing and transmission assembly. When using the Ranger Torque Splitter, you will be able to avoid the cost of special bellhousing adapters and the expense of driveline modifications. Most Land Cruisers are equipped with 4:11 axle ratios which are not the most comfortable highway gears. When equipped with the Ranger 27% overdrive, the ratio is then reduced to a rear axle ratio equivalent of 3.03. We offer the two speed in a multitude of combinations. The gear box can be purchased to fit a Chevy or Ford bellhousing on the front side, and either the Toyota 3 or 4 speed transmission on the back side. We do not offer the Ranger to fit with the stock 6 cylinder because of the overall length. This added length causes problems with the fuel tank and transfer case linkage location.
We also offer several optional transmission-to-transfer case adapter kits. If you find your original 3 or 4 speed transmission to be in marginal condition, you can select from the various GM and Ford transmissions that can be adapted to your original Land Cruiser transfer case. Ford and Chevy transmissions can offer you several advantages such as added strength, the elimination of bellhousing adapter plates, and the need for stock transmission repairs.
In 1995, we began developing adapters to retrofit the NV4500 transmission into the Land Cruisers. This transmission has proven to be a very popular application. The overall length of this 5 speed makes it ideal for V8 conversions, since it positions the engine further forward for valve cover and distributor cap clearance. We have also performed this same conversion using the stock Toyota 6 cylinder engine. This transmission offers a super low first gear ratio of 5.61, and an overdrive ratio of 27%. Even though most of our Land Cruiser product line is designed around V6 & V8s, our adapters will also work on the GM 6 cylinders. The original Toyota 6 cylinder was very similar in design to this GM engine. For those wishing to retain a domestic 6 cylinder engine, they can easily install this GM engine. The same adapters required for a V8 installation would be used on this 6 cylinder, except for the engine mounts which will need to be fabricated. Another consideration for the GM 6 cylinder is the starter location. When using one of our conversion bellhousings, you must make sure that the starter bolts to the engine and not the bellhousing since our bellhousings do not have starter mounting provisions. When using a GM 6 cylinder with a stock Land Cruiser 3 speed transmission, a body lift must be installed for bellhousing clearance.
Mark's 4WD Adaptors: In 1993, we were assigned to be the exclusive U.S. distributor for Mark's 4WD Adaptors of Victoria, Australia. This company manufactures a Toyota Land Cruiser product line very similar to the Advance Adapter product line. The Land Cruisers in Australia have some variations from the models that we have. The most notable difference is the steering gear box, which is located on the opposite side (our passenger side). Because of variations such as this, we stock their products on a limited basis; however, any of their product line can be special ordered.
Currently, the most popular items that we are importing are their bellhousing adapters for all model Land Cruisers. Their special bellhousing assembly, specifically for Ford and Chevy V8 Land Cruiser conversions, bolts directly onto the front of the original Land Cruiser bellhousing assembly. This new housing provides a new engine location that simplifies the drivetrain positioning for the popular V8 conversion. This new design incorporates the use of a stock Chevy 168 tooth flywheel, Chevy pressure plate, clutch disc, original Toyota release bearing, throw out arm, and slave cylinder. This kit is a little more expensive than the our bellhousing design, but offers some distinct advantages which makes it a good option for a V8 conversion. We supply the necessary components to adjust the engine position to accommodate the North American steering configuration.
When using the Mark's bellhousing, you will be able to retain the bellhousing support on the driver's side by simply spacing it away from the original bellhousing. The passenger side mount has been re-manufactured and will offer an ideal engine location without driveline modifications.
No matter what your drivetrain or conversion needs may be, we are fully capable of supplying the necessary components for your Toyota Land Cruiser. This manual will help you to identify your stock drivetrain components and give you your conversion options. It also supplies information of steering upgrades, as well as reprint articles about converted vehicles. If you should have any questions or need clarification on your specific application, please feel free to contact our trained technical sales staff.
TOOLS REQUIRED: Toyota Land Cruisers are put together with all metric fasteners. If you do not have a good selection of metric and standard wrenches, then we would suggest that you purchase the appropriate wrenches before you start your conversion. Along with these tools, it is advised that you have an engine hoist and a torque wrench to complete the conversion properly. Some conversions require some welding or cutting for mounting of the engine. Please refer to your specific vehicle application listed in this manual for further information concerning modifications. For electrical wiring diagrams and Toyota torque specifications, you will need a Toyota Land Cruiser service manual.
The next step is to define the use of the vehicle and then select a motor which best fits those needs. We manufacture motor mounts, headers, and bellhousing adapters for most Chevy and Ford engines. Depending on what motor you choose, every practical need can be met. The overall size of your Land Cruiser provides you an easy installation with a minimum amount of modifications.
Chevy 292 In-line 6 Cylinder: If you are not looking for the power increase of a Chevy V8 but want the availability of Chevy components, the installation of a Chevy in-line 292 cubic inch 6 cylinder engine is a good choice. When using this engine, costs can be minimized since the location is identical to that of the original 6 cylinder. We do not offer any type of motor mounts to install this engine, so some fabrication will be required.
NOTE: When acquiring a Chevy 292, make sure that the engine has starter provisions located directly on the block.
We offer conversion components for the 1963 to 2002 Land Cruiser models. Between these years, several different style transfer cases have been designed for use in Toyota Land Cruisers. It is extremely important that you know which model you have before switching transmissions. The Transfer Case Adapter Selection Chart in this section highlights the various transmission-to-transfer case options. Some of the newer Land Cruiser transfer case adapters are not listed on the adapter chart, but the adapters are listed under the transmission options that follow.
Pre-1963 Transfer Cases: Early Land Cruisers produced before 1963 used a small cast iron single speed transfer case. There are no adapters available for these early models. We suggest that you purchase a transfer case from a later model Land Cruiser.
1963 to 1973 Transfer Cases: Between the years 1963-73, Toyota began equipping Land Cruisers with a 3 speed transmission and a one-piece aluminum transfer case. This transfer case has a low ratio of 2.12:1. The input side of this transfer case has two gears: a main drive gear and a P.T.O. gear. Both of these gears have 10 internal splines and a diameter of 1.375". These cases are equipped with a vacuum style shifter for operating the transfer case controls. Later on, this transfer case was switched to a mechanical-type shifter linkage, which eventually evolved into the later model 4 speed linkage design. Note: We do offer a heat treated spacer for replacing the stock PTO gear. This spacer is PN716160 and it requires two of them but it is the exact length as the stock PTO gear.
When using one of our transfer case adapters, our output/spud shaft is shorter than your original output shaft. The spacer and tab washer will not be reused with our adapter kits. The photo (right) shows the proper assembly on one of our shafts.
When replacing the stock 3 speed transmission, you will lose the stock bellhousing mounts that supports your drivetrain. Refer to the Crossmember subheading in the Engine Conversion section for your options. TLC 3 Speed Stack Up
1974 to July 1980: Beginning in 1974, Toyota started using a 4 speed manual transmission. The transfer case still had two gears on the input, but the input gear was changed to 16 splines and was 1.259" in diameter. The transfer case low gear ratio was a 1.95:1. This transfer case was only available with a mechanical linkage. The transfer case bolt pattern was the same as the earlier 3 speed aluminum models.
When using one of our transfer case adapters, our output/spud shaft is exactly the same length as your original output. The gears and spacer will all be reused, but the old rear nut and washer will need to be replaced (items provided in kits).
1963 to July 1980 Transfer Case Upgrade: Advance Adapters is proud to offer the Orion transfer case. This new 4.0:1 ratio and cast iron case design is sure to capture the attention of the Land Cruiser enthusiast. Advance Adapters is not the manufacturer of this new transfer case; however, we are the exclusive distributor. PNORION-TC
The Orion kits come with a new cast iron case, four new gears, a new larger cluster pin, and a complete gasket bearing and seal kit. This transfer case, however, is not a complete â€˜ready-to-bolt-in' unit like the Atlas. The transfer case does require the use of your stock front and rear output shafts and housing. The new unit also requires the use of the stock P.T.O. and inspection covers.
The unit can be used to replace either the stock 3 or 4 speed transfer case. The new case is exactly the same size and bolt pattern as the stock Land Cruiser transfer case, so no driveline modifications are required. It will fit to any transmission that a stock transfer case was coupled too. 716022
August 1980 to 1989: In August of 1980, major drivetrain changes occurred in both the FJ40 and FJ60 models. The transfer case design was changed to a split-case configuration with a 19 tooth internal spline on the input gear. The low gear ratio was 2.27:1 in these transfer cases. There are three different models of this transfer case; however, the differences are very minor. The transfer case adapters we offer will work with all three models. Click here for Low gear options for this transfer case. TLC 19 Spline 1 TLC 19 Spline 2
Transfer Case Upgrade for the Split Case: We offer low gear upgrades for this transfer case transfer case as well as complete bearing and seal kits and a twin stick shifting option. The gear option is offered for the 34MM and 38MM case and gives you a 4:1 low and a 10% reduction in hign range. PN716938. The rebuild kits are complete bearing and gasket sets, PN401420. The idlers are sold separately for the 34MM and 38MM under PN401418 or PN401419. The last upgrade is the twin stick shifter for the tranfer case which allow 2WD low, PN715569.
When using one of our transfer case adapters, our output/spud shaft is exactly the same length as your original output shaft. The gears and spacer will all be reused, but the old rear nut and washer will need to be replaced (items provided in kits). The photos below show the proper assembly.
REPLACING THE STOCK 4 or 5 SPEED MANUAL TRANSMISSION: The crossmember is located under the transmission. When installing a different transmission, this mount may need to be relocated or replaced. This depends on the transfer case adapter. Some of our adapters have provisions to retain the stock mount while others require a custom one to be fabricated.
REPLACING THE STOCK AUTOMATIC TRANSMISSION: The stock crossmember was bolted under the stock adapter housing. None of our adapters have the provisions to use this crossmember without modifications. We have not seen a great deal of these transmissions being replaced and, therefore, cannot offer much assistance in this area. FJ-60,62 TRANSMISSION MOUNTS (2) FJ-60,62 TRANSMISSION MOUNTS (1)
NOTE: Our rear transfer case support, 716022, will not work on a 19 spline split transfer case.
1990 to 2002: In 1990, a new transfer case model was introduced, the HF2A. This transfer case is a full time 4WD unit. We offer a few transmission adapter housings from Mark's 4WD Adaptors that retain this transfer case. Most applications do not require driveshaft modifications, nor do they require crossmember modifications. The adapters we carry for this transfer case are designed around replacing the A442F automatic transmission only.
We also offer a low gear set for this transfer case 3.0:1 or 25% lower than stock. This gear set is offered under PN716940.
|GM 700R4 & 4L60||PN50-8904A|
|GM 4L60E (2wd) (1993-1996)||PN50-0409|
|GM 4L60E (2wd & 4wd) (1997 - Present)||PN50-0420|
|GM 4L80E (4wd)||PN50-1702|
TRANSFER CASE CONSIDERATIONS: Optional transfer case equipment such as overdrives (Fairy Overdrive) and/or P.T.O. winches WILL NOT be compatible with any of our transfer case kits. The one exception to this would be the P.T.O. winch that bolts on the driver's side of the transfer case.
SEALED BEARING (Early 10 spline & 16 spline transfer cases only): Most of the adapters on the Transfer Case Selection Chart come with a new 307 sealed bearing. On some of the manual transmission adapters, this bearing is not provided because the two gear boxes use the same type of lubrication. If you would rather isolate your gear box fluids, a sealed bearing can be purchased under PN716301.
BOLTS FOR TRANSFER CASES: The stock Land Cruiser transfer case bolts are metric. Most of the transfer case adapter housings we manufacture are drilled and tapped for 7/16â€-14 fasteners. These bolts are a little smaller in diameter than the stock metric bolts; however this will not cause any problems when fastening the units together. We also produce a few adapter housings that retain the stock metric fasteners. es replacing the 5 speeds.
NYLON LOCKNUT: We supply a new 7/8â€-16 nylon lock nut and flat washer for your conversion. When installing one of our transfer case adapters, this nut secures the drive gear and P.T.O. gear onto the transmission output shaft or our spud shaft. This nut is a standard item that is used on most Jeep transfer cases. It does not require the use of a cotter pin to lock the nut in position. The nut must be replaced every time it is removed from the shaft. Nuts that are reused could possibly loosen up after continual use. This nut must be used with the new flat washer. The nut must be torqued to a maximum of 75 ft./lbs. in order to prevent bearing pre-load. This nut replaces the bushing, tabbed washer, and lock nut used on the original transmission and transfer case assembly. On some of the newer transfer cases, the adapter kit will sometime reuse the stock locknut that was originally equipped on the transfer case.
TRANSFER CASE REBUILD KITS: We offer transfer case rebuild kits that include the necessary seals, gaskets, and bearings for both 3 & 4 speed transfer cases. When performing an engine or transmission swap, it is usually a good time to inspect and replace possible wear items. These kits can be ordered under PN401310 (3 speed kit) & PN401416 (4 speed kit).
TRANSFER CASE OUTPUT SHAFTS: We offer new transfer case output shafts. We carry these shafts for both the Orion transfer cases and for worn out stock units. We have found that most stock transfer case output shafts have excess wear on the gear journals. These new shafts provide a closer tolerance install for the Orion gears. PNO40500 (T/Cs up to 4/1975) & PNO40501 (T/Cs 4/1975 to 7/1980)
TRANSFER CASE STEPPED THRUST WASHERS: The thrust washers are an important and critical area when installing transfer case gears on your Toyota shaft. The first step is to inspect the transfer case output shaft for excessive wear and to make sure the gears fit the shaft. If your shaft is worn excessively, the gear will be a loose fit and/or will be able to wobble. If this is the case with your shaft, replace it. The end play of the gear on the shaft must be set. The shaft and gears should be set at .008"-.012" of end play. These thrust washer are stepped. One side has a recess of .015" - .017" and the other side of the washer has a .008" - .010" recess. By using one side of the washer or the other or by using your stock washers, you should be able to get close to the required tolerance. On some stock applications, the end play ends up to be close to .030". PNO60080
TRANSFER CASE LINKAGES: The 3 speed transfer case vacuum shift linkage rod will need to be repositioned so that the pivot point will be on the inside of the frame rail and directly below the firewall linkage rod. The metric threaded bracket (supplied with the 3 speed kits) will permit you to bolt the two rods together and then locate the bracket in a neutral position to the two rods. We do not recommend the pivot location be installed on the engine. This pivot bracket, P/N 716024, is only required on vacuum controlled transfer cases. We have found that most customers prefer to update their transfer case to the mechanical shift linkage.
3 & 4 Speed Mechanical Linkages: The stock Land Cruiser 3 & 4 speed transfer case linkages used a pivot stud that mounted to the stock 3 or 4 speed transmission. When changing to a new transmission, we offer many brackets that allow the mounting of this pivot stud. Due to the various widths of conversion transmissions, there may be some modifications necessary to the shifter linkage to obtain proper shifting. Most of the brackets we manufacture do not allow you to retain the stock sheet metal gating shift guide.
The mechanical linkages on late model 3 speed and 4 speed transfer cases are all in a relative location from the front of the transfer case. If you are using an adapter that requires the relocation of your transfer case, a new hole through the floorboard will be required for your transfer case linkage. On some transmission retrofits (such as TH400 or 700R), we have had customers bend the transfer case shift handle to fit back through the original hole in the floorboard to alleviate this floorboard modification.
On some engine conversions, we have seen the mechanical shift linkage location end up being directly beneath the passenger side seat. This is usually caused by the engine location, which is sitting too tight against the firewall. The only remedy is to modify the shift handle of the transfer case control lever so that it comes forward of the seating area. Before final engine and drivetrain locations are set, we recommend test fitting your transfer case linkage.
The 1975-80 FJ40 vehicles used a different type of mechanical transfer case linkage than the earlier Land Cruisers. The early mechanical linkage used a bellcrank system to operate the high/low shift lever. The 1975-80 linkage simplified the shifter by eliminating the bellcrank and having a rod fasten directly to the High/Low lever, thus making this linkage easier to install and better suited for the transfer case. Whenever possible, we recommend using this later model designed mechanism for an easier installation.
In August 1980, the transfer case linkage on the FJ40s and the newer FJ60 vehicles (equipped with the split-case aluminum transfer case design) used a pivot pin similar to the 1975-80 four speed design. Most of our transfer case linkage brackets were not designed for the split-style transfer case; however, most of our brackets can be modified to accommodate this linkage. Before installing the drivetrain back into the vehicle, you should test fit your transfer case linkage and make the necessary modifications. Make sure that your linkage properly shifts into all ratios and that the installation into the vehicle permits the transfer case lever to properly engage and disengage 4WD.
Land Cruisers originally equipped with an automatic were also equipped with a vacuum actuator for the stock transfer case. This transfer case should not require any additional linkage.3 & 4 Speed Mechanical Linkages Brackets:
The pivot shaft for these mechanical transfer case linkages was located on the side of the stock transmission. This pivot shaft location is roughly 2â€ different between the 3 speed transmissions and the 4 speed transmissions. The 3 speed linkage pivot was closer to the front of the transfer case than that of the 4 speed. The brackets listed below are mainly designed around the 4 speed pivot position. When using one of our brackets listed below on a vehicle previous equipped with a 3 speed, the transfer case bracket may require some modifications to fit your linkage.
The 10 spline (3 speed transmission) transfer case used either a vacuum or mechanical linkage. On the transfer case adapter kits replacing the stock 3 speed transmission, a shifter bracket for both of these types of linkages is not supplied in our adapter kits. On 10 spline transfer cases that are a mechanical linkage, you can call and receive a bracket at no charge. (Note: These brackets are designed around the 4 speed applications. Some modifications to your stock linkage may still be necessary). On vacuum operated linkages, we offer pivot bracket PN716024.
The 16 spline (4 speed transmission) and the 19 spline (split-case) transfer cases are both mechanical linkages. Most kits for these transfer cases include a transfer case shifter bracket to retain the mechanical linkages. Some problems retaining these linkages do occur. The most common problem is the mode lever (2WD to 4WD shifter). Due to the various transmission widths, this portion of the shifter sometimes requires modifications to fit properly into the transfer case Mode shifter shaft.
To simplify the transfer case shifter mechanism we have designed a new adjustable twin stick Land Cruiser transfer case shifter. Our new linkage kits still require the pivot brackets listed below, but allow you a cleaner installation with a few additional options. The following page describes these new twin stick shifter kits.
Land Cruiser Linkage Early Bell CrankPN715520 - TH400 linkage bracket PN715521 - TH350/700R linkage bracketPN715527 - SM420 linkage bracket PN715530 - SM465 linkage bracketPN715532 - NV4500 linkage bracket PN715539 - NV4500 linkage bracket (19 spline T/C)
Toyota Land Cruiser Transfer Case Twin Stick Shifters:The twin stick shifter was primarily developed to reconnect the transfer case linkage after installing one of our automatic adapter kits. The transfer case gets relocated further back which required shifter modifications. This is where the development of the twin stick originated. Once the concept and the first linkages were manufactured, the integration of the twin stick to our entire Land Cruiser product line along with a stock vehicle was initiated. As we started looking into the various applications, we soon realized the numerous configurations the twin stick kits would have to have. We currently produce five different versions of our twin stick kit. Kits exist to fit various drivetrain combinations. The differences in these kits are mainly the shift handle configuration and the rod lengths that shift the Mode and Range levers on the transfer case. Even though we produce five different kits, some kits will still require some bending of the shift handles for a proper fit into the vehicle; and once these handles are bent they will also require some welding. Other kits may also require some shortening of the Mode rod and Range rod. The kits listed below fit both 3 speed and 4 speed transfer cases. Note that when replacing a vacuum operated shift mechanism with our twin stick linkage, you will be required to purchase some additional stock components. The following are the most popular conversion applications:
PN715571 Chevy V8 with a SM420 or SM465 transmission and our transfer case adapter or Chevy V8 with the stock 4 speed
PN715572 Stock 6 cylinder with stock 4 speed
PN715573 Chevy V8 with TH350, 700R, & NV4500 transmission using our transfer case adapter
PN715573B Chevy V8 with a TH400 transmission using our transfer case adapter
PN715574 Stock 6 cylinder with a SM420 or SM465 transmission
Each kit requires the installation of a new Mode shaft which is part of the kit. These kits include a new pivot shaft and all new linkage components. The shift handles are not painted to allow you the option to do slight modifications or welding if your kit requires such.
TWIN STICK LINKAGE FJ60/62: We offer new twin stick shifter kit for the Toyota Land Cruiser 34MM and 38MM transfer cases. The new linkage will allow the transfer case to shift into High and Low range, and in-and-out of 4WD easily. This new product simplifies the stock Land Cruiser complex linkage. The twin stick benefits include: no linkage binding, no shifter gating, low 2WD option, smooth operation,PN715569 - Universal twin stick kit for the FJ60 and FJ62 (34MM and 38MM cases).
The Toyota twin stick kits come with a set of black knobs that are not labled. We do offer aluminum shifter knobs for the Toyota twin stick kits. These knobs are sold separately under PN715584 for plain Aluminum or PN715584-AA for Black Anodized.
FRONT DRIVESHAFT CLEARANCE: Front driveline clearance should be considered when installing a GM automatic, a NV4500 or a SM420 transmission. Normally, proper clearance can be achieved by offsetting the engine and drivetrain 1/2â€ to 1â€ towards the driver's side. When using a transmission such as a 700R, this offset may still not provide enough clearance. We offer a front output transfer case yoke assembly that will take the standard 4-1/4â€ to 4-1/2â€ diameter flange yoke and reduce it to 3-1/2â€. This kit comes with a new flange yoke, companion yoke, bearing cross, and drive shaft yoke for a 2" diameter tube. Using this kit will provide the additional clearance necessary for your conversion.
Land Cruiser transfer cases have used three different front output spline over the years. The early transfer case used a coarse 10 spline, the 1978 to 1980 transfer case used and 27 fine spline front output, and the late model used a 19 spline front output. The kits and descriptions below will help identify the correct kit for your application. We recommend that you verify your spline count.PN716370 - Coarse spline yoke (10T) for June 1977 & earlier Land CruisersPN716371 - Fine spline yoke (27T) for July 1978 to July 1980 Land CruisersPN716369 - Split style transfer case (19 spline yoke) for August 1980 to 1989 Land Cruisers
New Venture 4500 (NV4500) Transmissions
The New Venture Gear Corporation was developed when GM’s Muncie Transmission Division and Chrysler’s New Process Corporation joined forces to manufacture a full product line of manual transmissions. The NV4500 transmission was the highlight of this new venture. Featuring a granny low first gear coupled with a fifth gear overdrive, the stout NV4500 is truly the best of both worlds.
First introduced in 1992, the NV4500 is a constant mesh helical geared, heavy duty 5 speed transmission. All forward gears are fully synchronized. The initial Dodge version offered a synchronized reverse. The transmission case is cast iron with an aluminum top cover. The case measures 12.375 inches and features dual PTO ports. The shifter handle typically allows for better accessibility over older granny 4 speeds as it is located further rearward at 9-1/2" from the face of the transmission.
The 1992 & 1994 GM versions have a lower first gear of 6.34 and can be identified by a smaller front bolt pattern with a top to bottom measurement of 4.685". After 1995, the first gear and front bolt pattern reverted to the Dodge 5.61 first gear and the taller top to bottom 6.043" bolt hole configuration. The synchronized reverse was also added and the front bearing retainer was enlarged from 5.125" to 5.6" diameter. As a general rule, a GM NV4500 4WD transmission will always have a 32 spline rear output shaft with an 8-1/8" rear tailhousing. The input shaft is 6-5/8" 1-1/8" 10 spline with a .590" pilot tip. We have also seen a rare 1995 GM NV4500 which can be classified as a hybrid. The transmission has the lower 6.34 with the newer bolt pattern.
Dodge 4wd NV4500 transmissions have always maintained the same gear ratios and bolt patterns throughout production; however, variations occur between diesel (and V10) versus gas models. Diesel NV4500 4WD transmissions always have a 29 spine rear output shaft with a 6-1/4"" rear tailhousing. The input shaft is 7-1/2" 1-1/4" 10 spline with a .75" pilot tip. The front bearing retainer index is 5.6" with a snout diameter of 1.75".
Dodge Gas 4wd NV4500s initially were introduced with a 23 spline rear output shaft and a 6-1/4 tailhousing. The input shaft is 7-1/2", 1-1/8" 10 spline with a .75" pilot tip (we have seen very rare 1" 19 spline inputs in 1993 trucks). The front retainer is 5.6" with a 1.43" snout. In 2001, Dodge discontinued the 23 spline output shaft on the gas version NV4500, and all Dodge transmissions standardized to 29 spline.
For most conversion applications, we like the Dodge gas version transmission with a GM input shaft. This allows the shortest transmission length for most applications. The GM input shaft from a 6.34:1 early transmission will not fit the Dodge transmissions.
TRANSMISSION LUBRICATION: The NV4500 transmission uses approximately one gallon of synthetic oil. This oil is available at your local Dodge authorized dealer under Part No. 4874459 (quart), or your local GM authorized dealer under Part No. 12346190 (quart). Unlike regular petroleum oil that breaks down when it gets too hot, this synthetic oil is made up of different properties that do not break down. The transmissions are also equipped with synchronizer rings that are made of a fibrous material. The wrong fluid will cause the unit to develop “sticky” shifting. If the wrong fluid is used, more than likely you will have to have your transmission rebuilt.
DO NOT SUBSTITUTE any other lubricant as internal damage will occur. NOTE: Castrol Syntech is NOT the same as Castrol Syntorq. Castrol Oil Synthetic
TORQUE SPECIFICATIONS: Top Shift Cover Bolt 200 Inch pounds. Adapter Housing 40 Foot pounds. Front Drive Gear Retainer 265 Inch pounds. Main Shaft Nut 4WD 275 Foot pounds. P.T.O. Cover Bolts 30 Foot pounds. Reverse Inhibitor Bracket 95 Inch pounds. Counter Shaft Brg. Ret. Plate 200 Inch pounds. Main Shaft Brg. Ret. Plate 200 Inch pounds.
GASKETING SPECIFICATIONS: In order to install the new adapter housing, top cover, and bearing retainer, we recommend using Loctite 518 Gasket Eliminator. This sealant seems to work best.
SPEEDOMETER: Most 4WD installations provide a speedometer drive gear on the back side of the transfer case. On 2WD transmission swaps, Dodge transmissions are the most desirable due to the mechanical speedometer drive. The later versions (1998 & newer transmissions) do not have any type of speedometer provisions. The GM 2WD NV4500 transmissions use an electronic speed sensor. These transmissions will not allow you to retain a cable speedometer drive.
BACKUP SWITCH: All NV4500s are equipped with an electronic reverse backup switch. If your vehicle is equipped with some type of backup indicator light, it can be adapted very easily to the new NV4500 switch. The parts required to couple to this switch are PN300378 (1), PN300378 (2 req.), and PN300378-1 (2 req.).
NV4500 rebuild kit: If you find your own NV4500, but need to freshen it up with some new bearings seals and synchronizers, we offer PN715691. This kit supplies you with replacement parts for the normal wear items of the NV4500.
Forward Speeds .... 5
Dates Produced .... 1992 - 2005
Manufacturer .... New Venture Gear
Case Length .... 12.375
Stock Adapter Length .... 6.25 Dodge & 8.125 GM
Bellhousing Length ... 6.50 GM
Over All Length .... Varies due to Adapters
Case Material ... Cast Iron
Input Shaft Spline .... 1-1/8 10 spline & 1-1/4 10 spline Diesel
Input Shaft Stickout Length .... 6.625 GM & 7.50 Dodge
Pilot Diameter .... .590 GM or .750 Dodge
Length .... 1.00
Output Shaft Spline .... 4wd Model 23, 29 or 32
1st Gear Ratio .... 5.61 or (6.34 GM 92-94)
2nd Gear Ratio .... 3.04 or (3.44 GM 92-94)
3rd Gear Ratio .... 1.67 or ( 1.71 GM92-94)
4th Gear Ratio .... 1.00
5th Gear Ratio .... 0.73
Reverse Gear Ratio .... 5.04 or (6.24 GM 92-94)
Transmission Weight .... 195Lbs
Max Engine Torque .... 460
Fluid Type .... Castrol Syntorq / Amsoil MTF
Power Take Off Capable .... yes
Gross Vehicle Weight Rated .... 15,000
Input to Cluster Center Distance .... 4.291
GM 32 TOOTH 4WD OUTPUT SHAFTOn all NV4500s that were equipped to a GM 4WD transfer case, you will find that the output shaft has 32 teeth. The adapter housing that is mounted to the back of the transmission case is 8-1/8" long. On the inside of this tailhousing, you’ll either find a vibration damper on the output shaft or a steel sleeve. Most of our transfer case adapters will require the damper or sleeve to be removed. We couple to the 31 tooth spline located under the damper or sleeve. In order to remove the vibration damper or sleeve, you must use a special socket. This socket will be required in order to remove the nut because this nut is put on with 275 ft./lbs. of torque. On transmissions with the damper, a gear puller will be required since the damper is a press fit to the output shaft. On all applications that require the removal of the damper or sleeve, we will provide a custom set collar that must be installed on the output shaft to retain the 5th gear into position. Dampener Removal Balancer removed
GM 35 TOOTH 2WD OUTPUT SHAFTAll GM NV4500s that were used in 2WD vehicles will be equipped with a 35 tooth output shaft. Located on the end of the shaft will be a large balancer type yoke. We do not make any transfer case adapters to couple to this output shaft.
DODGE 23 TOOTH 4WD OUTPUT SHAFT On all 1993-2000 NV4500s that were equipped with Dodge 4WD transfer cases, you will find that the output shaft has 23 teeth. The adapter housing that is mounted to the back of the transmission case is 6-1/4" long. On the inside of this tailhousing, you’ll find a locking nut that secures the 5th gear to the main shaft. This stock nut has undergone some design changes from the manufacturer because they have been known to loosen after time. Our adapters do not require the removal of this nut; however, you might want to make sure the nut is still properly secured. Most of our transfer case adapters do not require any modifications to the shaft or stock tailhousing.
DODGE 29 TOOTH 4WD OUTPUT SHAFT (for Heavy-Duty & 2001 Standard Duty transmissions)On all Cummins diesel Dodge Heavy-Duty 4WD NV4500s and 2001 & up Dodge Standard Duty 4WD NV4500s, you will find that the output shaft has 29 teeth. The adapter housing that is mounted to the back of the transmission case is 6-1/4" long. On the inside of this tailhousing, you’ll find a locking nut that secures the 5th gear to the main shaft. This stock nut has undergone some design changes by the manufacturer because they have been known to loosen after time. Our adapters do not require the removal of this nut; however, you might want to make sure the nut is still properly secured. If you have one of these transmissions and plan on changing the output shaft to one out of the other model NV4500s (i.e. a GM NV4500), you will also be required to change the 5th gear assembly since it will not fit on the new main shaft. A new nut to secure this 5th gear will also be required.
DODGE 30 TOOTH 2WD OUTPUT SHAFT On all NV4500s that were used in a Dodge 2WD vehicle, you will find that the output shaft has 30 teeth. The tailhousing that is mounted to the back of the transmission case is 13” long. This tailhousing uses a slip yoke assembly. The slip yoke can be purchased from your local dealer.
DODGE 31 TOOTH Heavy Duty 2WD OUTPUT SHAFT On all Cummins diesel Dodge 2WD NV4500s, you will find that the output shaft has 31 teeth. The tailhousing that is mounted to the back of the transmission case is 13" long. This tailhousing uses a slip yoke assembly. The slip yoke for this transmission is a 1410 series. We stock this yoke as PN716087, or it can be purchased from your local dealer.
Third - Forth synchro hub: 3-4 hub does NOT change from GM to Dodge. OEM, aftermarket or a mix of the two. Some slip on and some need to be hammered or pressed. Pressing can cause a little shaving on occasion.