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Almost all cases of mainshaft fifth gear failure can be directly attributed to insufficient support for 5th gear. In the classic case, the nut retaining the mainshaft fifth gear backs off allowing the gear to slide back in the transmission extension housing and out of contact with countershaft 5th gear. This failure usually occurs without warning or noise. You are driving happily along in 5th gear, either you or your cruise control lets off on the accelerator for a moment.
You step on the accelerator to resume speed and the engine races, but your transmission is no longer transmitting power! Your truck responds instantly as power is returned to the rear axle. Your blood pressure lowers a bit and you try to upshift to 5th. Again no power and no noise.
Typical 5th gear failure on a stock NVHD transmission. What you see is actually oxidized metal particles worn from the gear and shaft. Vibration and cyclic loads are the main causes of fretting. I was riding to school on a Brockway school bus. We had a lady bus driver who was a chronic gear grinder. I presume she had little solace with that reply, but she bravely continued on in 4th gear and we all eventually arrived at school.
Like my bus driver, you too will probably also make it to your destination after your turns itself into a 4 speed because this type of failure normally does not cause incapacitating damage in the short term. Chances are, what occurred inside your transmission was simply the 5th gear wore into the mainshaft. Once the gear is loose, it will work the nut off until the gear slides back and your day is ruined.
The initial attempts to prevent 5th gear failures focused on the retaining nut which was a flat nut without a lockwasher in the original configuration. New Venture first added a lip on the nut that could be crimped into a keyslot, then a concave spring lockwasher, and lastly a split nut with a crossbolt to increase the thread contact.
The aftermarket weighed in with at least two styles of nuts with set screws. Several chemical thread locking compounds have also been tried. They failed because they address a consequence of the failure instead of the cause.
To find out the reasons why, read on. Clockwise from top left: flat nut, concave washer, crimp lock nut, crossbolt lock nut, aftermarket nut with 2 setscrews, aftermarket nut with 3 set screws and brass pads. Overloading Aggravates Problem. Before discussing the problems associated with factory partial spline and aftermarket full spline mainshaft designs, I want to point out that they are good quality parts made by reputable manufacturers.
The 5th gear failings they have are not metallurgy or workmanship related. Shaft wear and gear failure is primarily due to design, but diesel engine harmonics, and overloading also are significant factors.
Owners of diesel powered NV equipped trucks often greatly exceed the recommended horsepower and load ratings for their vehicle. We have seen these trucks with engines putting out over horsepower and 1, ft-lbs. We have also seen combined truck and trailer weights exceeding 40, lbs.. Now, when you consider the NV is rated for up to ft-lbs. To support the 5th gear, the factory mainshaft has both a splined area to transmit torque and a smooth machined surface for the fully internal splined gear to press onto.
The end of the mainshaft is drilled and tapped for a pull rod so the gear may be pressed on the shaft without damaging other components inside the transmission. With this type of shaft, only the tips of the gear splines are in contact with machined support surface of the shaft.
This area is also directly under the gear teeth. Over time, the gear splines will actually wear into the shaft. As this wear continues, the fit between the gear and shaft becomes progressively looser. At this point, every time you accelerate or decelerate in fifth gear, the gear moves back and forth between drive and coast.
This back and forth motion against the nut is what eventfully causes the nut to back off. Since the mainshaft bearing is inboard of the gear, the transmission will usually operate in all other speeds. The top shaft had the typical fifth gear failure. The splines are worn and you can see the wear marks in the support surface to the right of the splines.
The lower shaft is a new takeout in perfect condition. Comments Required. Current Stock:. Quantity: Decrease Quantity: Increase Quantity:. Add to Cart. Quick view. QU 4x4 Fully Splined Mainshaft Dodge 4x4 NVHD Transmissions is the original fully-splined mainshaft with a 3-piece thrust washer to isolate the mainshaft fifth gear from Customers Also Viewed.
This upgrade is a must for all 4x4 Dodge New Venture Manual Transmission owners due to the design flaw with the 5th gear set-up, to avoid costly repairs and render the 5th gear unusable.
And the best part about this retainer is that you don't even have to remove or disassemble the transmission assembly.
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