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Shop now for Parts, Tools, and Manuals to fit 1999-2002 4x4 and 4x2 Dodge Ram 2500 and 3500 trucks with either the Cummins Diesel or V10 Gas Engine and New Venture NV5600 6 Speed Manual Transmissions. Great selection. In stock. Quick shipping.
Need to service your NV5600 6 Speed? We stock a wide selection of genuine NVG and aftermarket parts including first class Bearing and Seal Kits featuring Timken tapered roller bearings for all NV5600 transmissions. Browse through our complete line of gearing, Genuine Original Equipment synchronizer rings, and hard-to-find small parts.
The constant mesh, wide range, fully synchronized, NV5600 Six Speed Overdrive Manual Transmission is factory rated for 540 lb.-ft. of torque. It has an integral aluminum clutch housing. The front bearing retainer, main case, and tailshaft housing are cast-iron. Gear ratios are: First 5.63:1, Second 3.38:1, Third 2.04:1, Fourth 1.39:1, Fifth 1:1 (direct), Sixth 0.73:1 (overdrive), and Reverse 5.63:1.
The NV5600, which was produced at New Venture Gear's Muncie, Indiana plant was an option on 1999-2005-1/2 Dodge Ram 2500 and Ram 3500 trucks with either the Cummins Diesel or V10 gas engine. The early NV5600, which is found on 1999 and 2000 trucks had a 1-1/4" input shaft and fiber-lined synchronizer rings. The input shaft was beefed up to 1-3/8" for the 2001 model year after one of the 1-1/4" shafts failed behind a Cummins High Output engine during a long-term Chrysler engineering road test. Also for 2001, the synchronizer rings and gears were redesigned. Except for the shift tower stub length change for the all new 2003 body style, very little significant engineering changes were made between 2001 and the end of production in January of 2005.
Although the NV5600 and NV4500HD have a similar overall gear ratio range and they were produced concurrently by New Venture for use in Dodge Diesel and V10 trucks, the two transmissions share almost no design similarities or interchangeable parts. (Dan the Gear Man® Note: From the way the NV5600 is designed, I am pretty certain it was a German Getrag design built under license by New Venture just like the the little NV3500 was the New Venture version of the Getrag HM290).
After NV5600 production ceased in January of 2005, MTM (The GM division that operated the Muncie Transmission plant after Chrysler and GM dissolved New Venture) pretty much stopped making parts for them. By December of 2005, most new parts were no longer available from any source. Since that time, the parts situation has improved considerably for the 2001 and later transmissions. Regrettably, most year specific parts for the 1999 and 2000 transmissions are history. However, it is possible (but expensive) to retrofit the early transmissions with the later synchro rings and gears.
The reliability and durability of the NV5600 is generally good, especially in higher horsepower towing applications that would grossly overload a NV4500 5 speed (anything over 600 lb-ft of torque at the flywheel). Accurate shaft end-play readings are critical, as is keeping a full fill of the correct oil in the gearbox. A NV5600 run short of oil or with the incorrect oil is likely to suffer a mainshaft bearing failure. Many owners overfill the NV5600 with no more than one extra quart of oil to help guard against lubrication related bearing failures. The NV5600 is generally not an easy shifting transmission due to the convoluted shift mechanism and the use of brass coated synchronizer rings staring in 2001 model year. On 2001 and newer transmissions, using the brass coated synchro rings, it is imperative to run a filter to cleanse the oil of brass particles worn from the rings.
Rebuilding a NV5600 can be challenging for the do-it-yourself mechanic due to the weight of the transmission, the in-line case design, and the multiple shift rails. The actual disassembly and reassembly of the shafts and gears is pretty straight-forward. Where the casual mechanic gets caught is assembling the gear-train into the case. A support to hold the assembled shafts in place is required as is a lifting fixture that will keep them together as they are lifted from the support and then lowered in the front case.
