Please tell me your joking. That's to funny. I did a nice little powerbrake with my dad's truck from the service dept out to the street. That was over a month ago. That marks are still there and I still smile. ;D

 

Scotty I agree gotta be cool but when you have verified evidence with gentle hinting things will begin to happen. When people show up at dealerships with cameras even the pencil necks can figure out going "away" means somebody else is going to be looking at there short comings. Yanked down a NV4500 for a fellow today that lost 5th gear- after looking at the design compared to the NV5600 were much better off. Next truck wont be a diesel pickup- Honey I Shrunk the Kenworth- will be playing at our house, at least I know it is designed to take the torque output, stop with a load on, air ride everything and oh yes for those wondering I can parallel park a semi. PK

 

Scotty, very shortly I will be installing my NV5600 and now I am a little concerned, I thought they were bulletproof. Did you find a series that had problems that I might identify? This unit is a 2002 and has 10,000 miles on it, looks great, think I need to check anything? I have my SBC clutch, 13", so need to get going on it because of the flywheel core charge. That is if it ever stops raining. Terrible rolling around in the mud :'( My NV4500 is still going strong, fifth gear and all at 182,000.

 

Personnally, I would trust DC's word more than most dealers - especially when they have already had first crack at "fixing" the tranny and not being "totally up front" on the extent. Don't get me wrong, some dealer's are very good, i.e. Woodgrove, in Nanaimo and Carter Dodge in Vancouver. What really bothers me is they do not say what improvements have been made. I ended up buying my 97 used for the P7100, when reading about all your VE44 pump problems and I had just seen 2 VP44's (warranty) go in my 1991 truck shortly beforehand. Supposedly they are much improved now and rebuilds are more reasonable in cost, so I probably should not have written VE44's off totally. Now DC brings out a NV5600 transmission without adequate initial testing. This is quite amazing with customers able to communicate problems so publicly on the Internet. I can remember when Cummins announced in 1990 that they would not compromise quality and crank up production of the 5.9 diesel engine just because DC exceeded their allotment. Thats all "out the window" as exemplified by the KDP problem. Now we are going to be looking at "common rail injection" which can cost $1000 per injector (like Ford & GMC). Just think of the damage a load of water in fuel can give you. At least the horsepower is improving and it still beats thegassers. A bit of a ramble, alright enough said.

 

Hey Scotty, what's the deal? You get the truck back yet?

 

so you think it'll be on the road in time for the May long weekend ;D ...... I got to see that rig perform ...........

 

Just wanted to add my $0.02.<br>March 10, I took truck to dealer for noise in trans. Here it is March the 22nd and my truck is sitting in Springfield MO getting a new 5600. I have never ever had any hard shifts or problems with this trans (other than the noise back on the 10th). I was pulling into a truck stop in Bois d'Arc MO and the truck felt like I had dropped the driveshaft and immediately felt like it was locked up at the trans. :'( <br>I called a tow truck and while waiting, pulled the driveshaft at the rear diff. I played with it awhile and figured out it was in the trans. It is 1:00 am and tow truck guy suggests I take it to a place called &quot;Clutch, Axle, Transmission, Transfer Case&quot; (CATT) in Springfield MO. The next morning I show up to tell them to fix it. They pull the PTO plates and check it out. Main shaft is welded, synchros gone, pieces of bearing cage, etc. Order new one from DC to be installed and ready to go on March 28th. While waiting to get a rental car and go home, I talk to the owners son who has a 2000 with a 5 speed in it. He told me that he has rebuilt several 5 and 6 speeds and does not understand why NV changed up the 5 speed so much when they redesigned it into the 6 speed. He showed me the difference in the internals. The 6 speed internals are 2x the size of the 5 speed and the bearings on the 6 speed are half the size of the 5 speed. What gives? He and his dad are very knowledgeable on manual trans of many makes. They told me that they had seen very little luck in the 6 speed as compared to the 5. This will be my 3rd 6 speed in this truck. Have any of you guys that are out of warranty priced a 5600 on the internet? :'(<br>The father said that the main problem that he sees on the 6 speed is that people who haul large loads usually eat 6th and 3rd gear for some reason and he feels that it is just too much for the overdrive gear in the trans. He does not know the correlation as to why 3rd goes also. The one thing he did hit on that I thought was unusual was the topic of the throw of the shifter. He said that he thought that some people used too much leverage on the gearsets with the long stick. I remembered reading the post about the short throw on the vette and felt like Bill Murray in &quot;Groundhog Day&quot;.<br>Scotty...I wish you the best and hope it all works out.

 

Do you know the &quot;cutoff&quot; date for the &quot;old&quot; vs the updated trannys?

 

Noticed in the thread that Texaco 1874 MTX was being quoted. <br><br>In my owner and service manuals it specifies Texaco 1874 STF. Anyone know what this is about or is it the same oil? Never seem to be able to get a straight answer on fluids for these trucks.

 

DIRECTOR OF THE WESTERN CANADA FEDERATION OF STRENGTH ATHLETES<br><br>Scotty, this might be your problem I've lifted for 30 years and have watched some of you big boys bench 500+ lbs. That might be hard on the old transmission Glad you got it fixed. Good luck with the new one. Based on the over all lack of problems reported on the TDR regarding the NV5600, I bet these are isolated problems. If they weren't this thread would not be an unusual occurrence. My DEE is only notchy in 3rd gear when it is 30 degrees or colder and only first thing in the morning. After a few miles it is fine. I don't try and speed shift in the morning and have found it works fine if you take that first couple of 3rd gear shifts slow and without a lot of force.

 

[quote author=AaronT link=board=4;threadid=11912;start=60#119629 date=1048471348]<br>Noticed in the thread that Texaco 1874 MTX was being quoted. <br><br>In my owner and service manuals it specifies Texaco 1874 STF. Anyone know what this is about or is it the same oil? Never seem to be able to get a straight answer on fluids for these trucks.<br>[/quote]<br><br>to my knowlege they are the same thing....however, Texaco no longer supplies MTX1874...pennsoil does.<br><br>I have been using RedLine MTL for the last 50K miles with good results. I'm still quite mild HP wise..only about 360. <br><br>

 

You should have just loosened it until the the lube started leaking slightly thru the threads then tightened back up. You need to open the shifter cover and replace the fluid you lost.<br><br>I have always checked mine with the top pto bolt. I have had the 5600 since 11/2000, and no problems with 130K. Never changed or added MTX 1874. When it was installed 2 extra bottles of MTX and 2 bottles of Lucas poured in from the top.<br><br>My dad has had the 5600 since 10/2000 and just had his tranny replaced-Main input shaft bearing and some syncro's. He had around 100k+. His was over filled BUT That tranny was loud. New one is much quiter.<br><br><br>I am wondering how much fluid I will put in when I get around to putting on the coolers. I think they add a quart for each one.