Adapting the
GM New Venture 4500
to the
Jeep Dana Model 300
Our GM NV4500 to Dana 300 conversions allow for the 4wd GM NV4500 to be installed into CJ7 and longer wheelbase Jeeps. The Novak NV4500 to Jeep Model 300 transfer case adapter is compact at 7/8" long for a combined transmission and adapter length of 19.9". The adapter itself is machined from a billet of 6061-T6 alloy.
Two versions are available: conventional, passenger side drop (most common) and flipped, driver's drop version.
Option I: Standard Passenger (Right) Side Drop Version
Kit 453, adapting GM 4wd NV4500 transmissions to Jeep Dana Spicer Model 300 transfer cases
This most commonly chosen version of this kit is for the usual passenger drop configuration.
Kit contents:
- Adapter ring
- Transfer case input shaft, 32 spline
- Seal
- Gaskets
- Fastening hardware
- Instructions
Option II: Flip, Driver (Left) Side Drop Version
Kit 453-F, flipped, adapting GM 4wd NV4500 transmissions to Jeep Dana Spicer Model 300 transfer cases
Kit contents:
- Adapter ring
- Transfer case input shaft, 32 spline
- Seal
- Gaskets
- Fastening hardware
- Instructions
The 453F flip adapter is drilled for two possible flip angles for the Dana 300. The installer will be able to easily choose the optimum transfer case angle based on the particular installation. While "flipping" the D300 to a driver drop position is quite simple and the flip ring will do exactly what it is supposed to do, the installer needs to consider the following important ramifications:
- Shifter linkage relocation will be required to avoid interference with the transmission
- The expansion air vent needs to be plugged and relocated upwards
- The draining method will need to be addressed as the factory pan and drain are now up
- Rail seals that were designed for light dust and oil retention duty are now immersed in oil and will leak if not addressed
- Successful conversions of this type go to extensive work to relocate the shifters above the transfer case and plug lower holes
Aftermarket companies like Behemoth, Down East OffRoad and others may offer good solutions here.
Applications & Compatibility
Transmissions
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.
Compatible Transfer Cases
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, below.
Compatible Jeeps
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.
Related Products
Installation Requirements
Tools
The kit requires standard mechanics tools for installation. The D300 input will require bearings be pulled and pressed on the input, with the aid of a press.
Placement
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. 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.
Engines & Engine Mounting
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 a solution.
Novak's engine mounts, featuring excellent vibration dampening, superior strength, and impressive adjustability. The design, strength, and affordability of our mounts are second to none.
Driveshafts
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 installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.
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 best to use a Double Cardan or “CV style” rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.
Axles
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.