Our GM NV4500 to Dana 300 conversion allows for the use of the GM 4wd NV4500 to be installed into CJ7 and longer wheelbase Jeeps.
The Novak NV4500 to Jeep Model 300 transfer case adapter is very compact at only 7/8" long for a combined transmission and adapter length of 19.9". The adapter itself is machined from a billet of 6061T6 alloy, featuring a thick flange and a heavy cross-section.
Billet adapter housing, 32 spline D300 input shaft, special double lip transfer case input shaft seal, transfer case to adapter gasket, transmission to adapter gasket, fastening hardware, and instructions.
Only the GM 4wd version of the NV4500, 1993- can be adapted to the Dana 300. This transmission is identified by its 32 spline output shaft and its six-bolt, round tail housing adapter pattern.
Also, GM's Getrag HM290, 5LM60 and NV3500 with the 4wd style 32 spline, six-bolt rear face can be used with this conversion to the Dana 300. All details are the same as with the NV4500 as listed below. Some models may require shortening the output shaft a small amount. This is easily done with a cutoff wheel or similar method. NV3500 transmissions with the larger 5 bolt GM pattern usually from GM S/T trucks are not compatible. See our 553 kit.
All Jeep models of the Dana 300 transfer cases are compatible with this adapter assembly. IH versions of these transfer cases are not compatible.
The Dana 300 transfer case is well matched to the 4500. The 300 is uncommonly strong, compact, and serviceable. They are capable of power ranging up through V6s, V8s and even the Chevy Big Blocks.
It is not requisite that you rebuild your transfer case to successfully complete the conversion, but it may be a good time to do so if your transfer case leaks or has many miles of service. We've made our Dana 300 gaskets & seals kits and our all-inclusive master rebuild kits available for this purpose.
This conversion is compatible with all longer wheelbase or stretched Jeeps. Be aware that many of these combinations are simply too long to fit in shorter Jeeps, particularly those with substantial amount of suspension lift.
The stock D300 shifter may be used, possibly requiring minor modifications. Often it is advantageous to use a new twin stick style shifter, especially if you are able to remove the interlock pins during the transfer case rebuild process. For the Jeep Dana 300, we recommend two twin stick shifters. One features an adjustable length.
Another great option for the D300 is our Dana 300 Transfer Case Twin-Stick Shifter Kit which is a solid, high quality option but lacks the forward adjustability of the transfer case shifters. It has the option of billet knobs showing the engraved shift pattern.
All would require the
Because the transmission and transfer case shifters are often in a different location than factory in these Jeeps, this new transmission tunnel cover gives the installer a clean slate. There are no screw holes nor transmission & transfer case shifter holes, allowing the installer to drill and cut them as necessary. An easy way to get a perfect fit is to use the old cover as a template, making cuts as necessary, then overlay on the new aluminum piece for perfect holes.
The finish is natural brushed aluminum, which looks pretty terrific, but it can easily be primed and painted to suit, if desired.
These rigid and precisely machined billet bottom pans are the answer to a few Dana transfer case dilemmas. The thick, smooth-finished flange replaces the thin, warped factory pans and they virtually assure a drip-free seal.
Two designs are available for the Dana 300: The shallower depth, low-profile version for Jeeps requiring greater ground clearance. This version increases fluid capacity over the factory pan by about 6 oz. The extended depth version that maximizes the fluid capacity for the most punishing service. This version increases fluid capacity over the factory pan by about 16 oz.
If you can accommodate the electronic speedometer or don’t need a speedometer option, this kit will give you the ultimate in strength and short length. Full details are here.
Standard length HD 32 spline output shaft kit with 1310 CV yoke. Manufactured by TeraFlex
This kit is manufactured by TeraFlex
If you are uncomfortable setting up the input on your D300 or simply would like our stronger billet retainer and all new components pre-set for your transfer case, this is the perfect solution. This kit includes our billet D300 input retainer, new snap ring, bearing and seal all pre-set for clearance ready to accept your input gear. If the D300 input is not part of your kit purchase, you will need to select the appropriate one separately as the input shaft itself is not included in this option.
The kit requires standard mechanics tools for installation. The D300 input will require bearings be pulled and pressed on the input, in addition to typical mechanic's hand tools. If using our input setup service, this is much easier on your end.
As you assemble the transfer case to the transmission make certain you are not putting forward pressure on the output shaft of the transmission which can cause a multitude of issues, including not shifting properly or even damage to the unit.
Use of the factory size driveshaft and yoke is recommended. Our adapter design has maximized clearance between the transmission pan and yoke, but it is necessary that you install your GM engine offset 1-1/4" to the driver's side. If you are installing against a factory AMC engine with our 437 AMC adapter kit, your factory engine should already have this proper offset. Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). However, pan clearances and front axle width may inhibit the flatter options.
Engine placement in these applications is an effort in compromise to find the best position overall as a package. Generally the engine will be about 1” or even more towards the left, (driver’s side in the USA) away from the front differential in a CJ application. This gives the best balance of weight, and more importantly clearance, for the driveshaft going to the front axle. Your tight spots will be steering to exhaust on the left (hold that as tight as you can) and clearance for the front driveshaft on the right. On a driver’s side drop transfer case, usually the later Jeeps, things often get a little easier as steering and front driveshaft are pushing you the same direction. Fore and aft position will vary with the Jeep model and engine.
Have a CJ5 and Gen I with a rear distributor? You’ll be better off a little forward for more rear driveshaft length and clearance for that HEI. If you are in a longer Jeep and using an LS engine with no distributor, you’ll have more fan clearance and better balance if you hold it to the rear. Usually for ground clearance tuck things up nicely for height to avoid damage to oil pans and other life giving parts in the Jeep. On later Jeeps with a Driver’s side drop transfer case and front differential, things are a little easier as the steering and offset are both pushing the drivetrain to the passenger’s side. Again, that 1 to 1-1/2” dimension is usually where you want to be. Common sense and taking a step back to look at things overall goes a long way.
If converting to a V8 in conjunction with this upgrade, aftermarket engine mounts are available to ease its installation. Because of the broad spectrum of engines and vehicle combinations used with this adapter, it would be difficult to list them all here. Whatever your application, Novak likely has the perfect solution. From a 225 Buick V6 in a CJ2A to an LS3 in your JK, we’ve got you covered.
Novak's engine mounts, featuring excellent vibration dampening, superior strength, and impressive adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.
Driveshaft length changes are often required. Most conversions to these transmissions will require that the rear driveshaft be modified to be shorter and front driveshaft longer. Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, usually to the detriment of the project. Our recommendation is to always value the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning. Sometimes the application allows use of the existing shafts without modification. While that is perfectly acceptable, it should not be the first priority. Driveshaft modifications and rebalancing can be affordable when performed by driveline, RV or tractor implement specialists. New driveshafts are an option, but not necessarily a requirement in regards to the actual successful conversion if your existing driveshafts are in good condition. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or “CV style” rear shaft with the correct geometry at the axle to minimize vibrations and possible binding. Novak can also accommodate your needs on this if provided with dimensions for the shafts at a reasonable rate.
Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.