I will be the first to admit, I most likely did not do quite enough research before I started this project but I certainly have learned a lot in the process. I have a 2001 Ram 1500 5.9 Magnum, Quad Cab 2wd that now sports an NV3500 trans, it previously had the 46RE. After so many nightmares (those familiar with the swaps may pick up where I had major problems), It was finally driving and quite nicely I might add for being a junkyard transmission out of an unknown donor truck. Yes, I would have much preferred and SHOULD have gotten an NV4500 but after months of searching, still could not find one for under $1200 used. So my truck has 3 engine codes, 2 specifically to do with not reading Auto trans sensor and another P1899 for cranking and P/N safety. No big deal, I can live with that. This swap was done during the winter and so was the driving I had been doing but a couple of days ago we had our first warm day (around 80 degrees) and something completely unexpected happened. While accelerating, the engine acted as if it lost its signal to fire correctly, had a tad bit of quiet valve clatter, then back to business as usual. The warmer it got, the more often it occurred even under hard acceleration. In the morning, roughly 55 degrees outside, took the kids to school, not a hiccup. In the afternoon it was back to the rodeo and hiccuping all over. It wasn't a misfire, it acted as if for just a second, the key was turned off and back on. I double checked the codes and nothing new. If its cold im good to go all day long, if it warms up I'm worried we will be left on the side of the road and/or I will cause irreparable damage to my engine.

I have 2 theories. 1 the replacement crank sensor had to use the wire connector from the old auto sensor so maybe something came loose. 2 the aftermarket car alarm may have a short in the ignition wiring that presents when the wires got warmer.

I have serious back/neck problems right now and really cannot spend all day on a mystery diag so any help is greatly appreciated. Has anyone had this issue before?

Sidenote: I still have my aluminum driveshaft from the 46RE setup if anyone is interested. lol

I have found the problem. It is indeed the wiring on the crank sensor. Due to me not knowing where to run the excess clutch hardline the line moving back and forth has rubbed the wire raw enough to ground out for a split second. Anyone have a diagram where the hard plastic hydrolic line SHOULD be running and secured?

 

What flywheel did you use when you did the swap? The 5.9 needs an exteraly balanced flywheel.

 

I used the correct flywheel with the offset bolt.

 

Did you have to use one for a 2500 5.9. I don't think they ever put the NV3500 behind the 5.9 from the factory.

 

The flywheel would have been the same wether it was NV3500 or NV4500. You are correct as far as I can tell a 3500 was never put on a 5.9 but most engines and transmissions for 2nd gen have the same bell housing size and bolt patterns. Driveshaft length was my biggest issue.

 

I believe the flywheels are different, the 5.9 uses an externally balanced flywheel where as the 5.2 and 3.9 don't since they are internally balanced, at least that's my understanding. The 5.2 used the NV3500 and the 5.9 used the N4500, the bellhousings and bolt patterns are the same for the 3.9, 5.2 and 5.9.

 

I used a new flywheel and clutch kit intended specifically for the 5.9 magnum. I was aware of the balancing difference between it and the 5.2.

 

Do you have the correct crank sensor for the manual trans? They are different from the auto trans.

 

Yes. The one for the auto didn't even fit in there with the flywheel. Had to use the old connector to wire it in since the plug is slightly different between auto/manual.

 

I have found the problem. It is indeed the wiring on the crank sensor. Due to me not knowing where to run the excess clutch hardline the line moving back and forth has rubbed the wire raw enough to ground out for a split second. Anyone have a diagram where the hard plastic hydrolic line SHOULD be running and secured?