Nv5600? - Dodge Cummins Diesel Forum
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post #1 of 17 (permalink) Old 11-27-2010, 05:47 PM Thread Starter
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Nv5600?

Well just broke my third input shaft yesterday! Im going to fix it and detune the heck outa it! Iv got a friend that has a nv5600 I can get for $500, are they worth that? I know I'll have to get a new clutch, shorten the drive shaft, what else? Will I have to make a custom crossmember? Thanks in advance!


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post #2 of 17 (permalink) Old 11-27-2010, 07:04 PM
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Is a 5600 worth 500 bucks? Does a bear $hit in the woods?! Seeing that 4500s go for, 5600s cost even more. Personally though, I wouldn't want to run one. They're huuuuugeeee and heavy.

What input shafts are you breaking? They make 1.375 billet inputs for NV4500s, if you break one of those then something else is going with it!

'86 Chevy K30 ('92 6BT, NV4500, NP205) Denny T Stage 1, SPS 62/71/14, 3200 gsk, pump turned up, 7x.011 sac, piston lift pump, full throttle mod, 181/210 cam, 3" intercooler pipes
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post #3 of 17 (permalink) Old 11-27-2010, 07:18 PM
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5600s are junk too. way too much work for what youre gettin. If you gave me one for free i wouldnt put it in my dodge. plus parts are almost impossible to get now. you need to step up to the big boys table and run a Fuller. Problem solved.
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post #4 of 17 (permalink) Old 11-27-2010, 08:40 PM
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I've had a G360 in my '90 and a 5600 in my current truck and love the 6-speed's gear spacing, especially for towing a trailer.

2002 Ram 2500 24V 6-spd, 4" exhaust & AFE intake
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post #5 of 17 (permalink) Old 11-28-2010, 12:34 AM Thread Starter
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I'm breaking the getrag input shafts, sence they don't make a billit one I'm kinda stuck on what to do. I can't find a nv4500 that someone don't want my lungs for, g56's are junk, and sence it's on the track every once and a while a fuller is to much. I just never had or drove anything with a nv5600, so I figured I'd ask.

1999 just a work turck.... 1992 short bed single cab the toy.... 2007 Trailblazer SS.....
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post #6 of 17 (permalink) Old 11-28-2010, 01:49 AM
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What is wrong with the 5600 that he only want's $500 for? The 5600 is certainly stronger than what you have, but they are not bullet proof. If you break something getting quality NV parts is just about out of the question. I don't think its a terrible option, provided you are not getting a junk 5600 that needs work already.

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post #7 of 17 (permalink) Old 04-29-2011, 10:01 AM
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Nv5600

If it looks like this

[IMG][/IMG]

Just pass


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post #8 of 17 (permalink) Old 04-29-2011, 11:32 PM
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Im reading this and other threads and trying to fig out are the motors just putting out to many horses for the tranny and this is causing the problem?

Also is this a getrag tranny or a Dodge tranny?

Prior owner of a 1990 Dodge W250 5.9L
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post #9 of 17 (permalink) Old 04-30-2011, 10:47 AM
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Nv5600 ??

The NV5600 tranny is from my 2001 Dodge 3500--3rd failure.

The NV5600 was the biggest option Dodge offered and realized that it was not the best choice, but the ONLY choice Dodge had to keep the truck line going. They made changes to the input shaft and synchros but it was only a band aid to the overall problem--not stout enough for the 5.9 Cummins in a light duty truck. The same engine in mid-range trucks with Fullers never had the problems Dodge did. Failures with the G56 are also starting to pop up. Will the G56 go the route of the NV5600 ???

The 11" clutch/flywheel setup has also been an issue and and expensive when compared to the Fuller 14" clutch/flywheel at less than 1/2 the cost of Dodge parts.

Many rebuilders have tried to come up with fixes for the NV5600 and include such things as billet shafts, improved synchros, drilling the bearing races with oil holes, installing oil filters and oil coolers; lastly, overfilling the transmission. The only way you can do this is to remove the shift tower and fill from inside the cab through the tower hole unless you have the tranny apart and drill a fill port above the "full" line.

Heat is what affects the NV5600 the most. The synchros are most affected followed by bearing failures. Sheared input shafts is more common on transmissions with a 1-1/4" shaft as opposed to the later 1-3/8" shafts. On the NV5600 in the photo, the rear carrier bearing seized.

There are die hard NV5600 proponents that will argue that the NV5600 is the best transmission ever made and that the truck is being misused, over loaded, improper oil being used and the list of reasons goes on. When you buy a 1 ton long bed Dodge truck with 4:10 rears, its going to be used, which usually means hauling loaded OTR or pulling loaded trailers. Otherwise it's not a truck, it's a passenger vehicle or grocery getter.

That's enough--I'm done venting.


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Last edited by chansey; 04-30-2011 at 10:51 AM.
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post #10 of 17 (permalink) Old 04-30-2011, 12:35 PM
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Quote:
Originally Posted by chansey View Post
The NV5600 tranny is from my 2001 Dodge 3500--3rd failure.

The NV5600 was the biggest option Dodge offered and realized that it was not the best choice, but the ONLY choice Dodge had to keep the truck line going. They made changes to the input shaft and synchros but it was only a band aid to the overall problem--not stout enough for the 5.9 Cummins in a light duty truck. The same engine in mid-range trucks with Fullers never had the problems Dodge did. Failures with the G56 are also starting to pop up. Will the G56 go the route of the NV5600 ???

The 11" clutch/flywheel setup has also been an issue and and expensive when compared to the Fuller 14" clutch/flywheel at less than 1/2 the cost of Dodge parts.

Many rebuilders have tried to come up with fixes for the NV5600 and include such things as billet shafts, improved synchros, drilling the bearing races with oil holes, installing oil filters and oil coolers; lastly, overfilling the transmission. The only way you can do this is to remove the shift tower and fill from inside the cab through the tower hole unless you have the tranny apart and drill a fill port above the "full" line.

Heat is what affects the NV5600 the most. The synchros are most affected followed by bearing failures. Sheared input shafts is more common on transmissions with a 1-1/4" shaft as opposed to the later 1-3/8" shafts. On the NV5600 in the photo, the rear carrier bearing seized.

There are die hard NV5600 proponents that will argue that the NV5600 is the best transmission ever made and that the truck is being misused, over loaded, improper oil being used and the list of reasons goes on. When you buy a 1 ton long bed Dodge truck with 4:10 rears, its going to be used, which usually means hauling loaded OTR or pulling loaded trailers. Otherwise it's not a truck, it's a passenger vehicle or grocery getter.

That's enough--I'm done venting.
PREACH IT MY BROTHER!!! LOL I use my truck to pull travel trailers for work and the getrag coming apart is my biggest worry. What model of Fuller Road Ranger would a guy use behind a Cummins in a 1st genny???

Jason 1992 D350 Extended Custom Cab, 5.9L 12 Valve
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post #11 of 17 (permalink) Old 04-30-2011, 02:38 PM
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Quote:
Originally Posted by chansey View Post
The NV5600 tranny is from my 2001 Dodge 3500--3rd failure.

The NV5600 was the biggest option Dodge offered and realized that it was not the best choice, but the ONLY choice Dodge had to keep the truck line going. They made changes to the input shaft and synchros but it was only a band aid to the overall problem--not stout enough for the 5.9 Cummins in a light duty truck. The same engine in mid-range trucks with Fullers never had the problems Dodge did. Failures with the G56 are also starting to pop up. Will the G56 go the route of the NV5600 ???

The 11" clutch/flywheel setup has also been an issue and and expensive when compared to the Fuller 14" clutch/flywheel at less than 1/2 the cost of Dodge parts.

Many rebuilders have tried to come up with fixes for the NV5600 and include such things as billet shafts, improved synchros, drilling the bearing races with oil holes, installing oil filters and oil coolers; lastly, overfilling the transmission. The only way you can do this is to remove the shift tower and fill from inside the cab through the tower hole unless you have the tranny apart and drill a fill port above the "full" line.

Heat is what affects the NV5600 the most. The synchros are most affected followed by bearing failures. Sheared input shafts is more common on transmissions with a 1-1/4" shaft as opposed to the later 1-3/8" shafts. On the NV5600 in the photo, the rear carrier bearing seized.

There are die hard NV5600 proponents that will argue that the NV5600 is the best transmission ever made and that the truck is being misused, over loaded, improper oil being used and the list of reasons goes on. When you buy a 1 ton long bed Dodge truck with 4:10 rears, its going to be used, which usually means hauling loaded OTR or pulling loaded trailers. Otherwise it's not a truck, it's a passenger vehicle or grocery getter.

That's enough--I'm done venting.
Great explanation thank you for explaining it. I'm going to be swapping an auto out for a man. hope fully soon what model road ranger are you recommending that will bolt up to my ST gen. and transfer unit. Kinda fig that will be changed

Prior owner of a 1990 Dodge W250 5.9L
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post #12 of 17 (permalink) Old 04-30-2011, 02:38 PM
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Quote:
Originally Posted by Nightrainhauling View Post
PREACH IT MY BROTHER!!! LOL I use my truck to pull travel trailers for work and the getrag coming apart is my biggest worry. What model of Fuller Road Ranger would a guy use behind a Cummins in a 1st genny???
You can see the build here on the forum at NV5600 to FSO6406A 6 speed Fuller

A parts list and overview is on my web site at NV5600 CONVERSION

I used a Fuller FSO6406A in Jan 2008 and at present I am going to use my FO8406ASX with a 4 X 4 adapter to mate my NP241 transfer case to have my 4 x 4 functional again. The FSO Fuller has similar gear ratios as the NV5600 and Getrag and it is OD at .78 vs the NV at .73---close enough !!!!

I don't know too much about the Getrag 56, but from what is starting to be posted, problems similar to those of the NV5600 are starting to show up.

I talked to a "hot-shotter" from MI who converted all 6 of his Dodges to Fuller FSO6406A's because he always had at least one of his trucks in the shop for transmission work. That was 18 months ago--all trouble free since the replacements. He feels it was worth the up front cost because each repair was costing him, over $5,000 between repairs and lost income.

I have almost 40,000 miles on the transmission since my install and not an isuue one. I'm changing the tranny out for the FO only because I have it and the 4 X 4 adapter is being mated to it. The FSO6406A had 149,000 miles on it when I got it and didn't touch it--used it as purchased. That means it's coming up on 200,000 miles and at that point Fuller recommends an input shaft change out and new bearings. By the way the FSO6406A sounds and feels in the truck, it could go 400,000 miles before service.


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Last edited by chansey; 04-30-2011 at 02:46 PM. Reason: sp
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