Here's a good question for you guys, since I had my second G-rag fail on Friday, I've been poking around and found a 96 donor truck(running/driving rust bucket) for $800, and my buddy has an AA kit he'll sell me for half the cost of new.
Which way is less of a pain to put the 4500 in my 92? the AA setup, or keep it all stock and use the 96 stuff?
I'm also debating swapping the p-pump engine in as it has about half the mileage on it, but, I do like how my VE runs and drives.

 

If ur going to keep the 1st gen engine then I would go with the aa kit, it's what I went with. If the 1st gen motor has a bunch of miles on it or u want more power then go ahead an swap the whole thing out.
Somebody correct me if I'm wrong but from what I've gathered on here the factory clutch for the getrag is 13" so if u swaped out the engine adapter plate and used the aa kit on the p-pump engine u could use a 13" south bend clutch without having to buy a flywheel too and that would make the clutch kit alot cheaper, right? I'm probably wrong but I've been wondering about this for some time now.

 

From my brief research the 13" clutches are not cheaper.

 

I went the 2nd gen way, and would recommend the AA setup if you're keeping most of your 1st gen parts: clutch, flywheel, starter motor, clutch hydraulics are among the parts you'd have to make a decision between one vs. the other. In the case of a 4x4, you will also need a bracket from AA for the shifter and linkage to the NP205 to fit back in the floorpan opening.

 

Will the clutch master from the second gen directly interchange with the first gen one, or am I getting into a mix and match there?
I know the clutch in my truck is good and reasonably recent(supposedly a South Bend) not so sure about the donor truck. I guess I'll need to get it home and torn apart so I can see what I'm dealing with.

 

the clutch slave and master setups are a one piece deal. The first gen slave is made to bolt right on the AA bellhousing. If you use the 2nd gen bellhousing, adapter plate, starter, etc, you'll have to use the 2nd gen slave/master as well.

 

what can be tricky is the slave/master deal from 2nd gen.: the travel or the stroke on the rod is longer than 1st gen's. So your clutch pedal will be way too high until you do some mods to the rod, or you do some magic by hooking up your 1st gen master to 2nd slave...

 

I've been wondering about this myself, I have the A/A setup but I'm not sure it's going to work with my new dual disc clutch. Does the stock second gen bellhousing not bolt up to the first gen engine plate?

 

I don't know why everyone thinks the master/slave assy is not serviceable. There is a pin that you punch out on either end (master/slave) where the hose fitting pops out. It would be easy to use a 1st gen master and 2nd gen slave this way with a custom steel braided hose to stand up to dual disk duty... There is an allen head bleeder on the slave of the first gen one, not sure about the 2nd gen one.

Just because dodge never sold parts for the master slave assy, doesn't mean you cannot replace or service the parts yourself. The hose fittings are standard you will see when you get them apart. Any hose/fitting place will have the parts you need to make a bomber setup for your custom rig.

 

soon i'll be tackling this swap too, I have bought a nv4500, engine plate and clutch master/ slave and starter.

the only thing im not 100%on is if i can use my new south bend from my getrag

 

yeah, you can if you keep your 1st gen 13" flywheel

 

One thing about the '96 with a manual tranny is the fact that the P7100 IP is a 215 horse pump. If you swap the whole thing you will have a wide selection of engine upgrades. The injector lines are larger and your options for more RWHP are much better. If it's a 4 by you can also upgrade the 5th gear by going with Quad 4X4s "Torque King" fix.

Bob