There are some better parts available for the NV4500, billet input shaft, etc, but, them fellers are not inexpensive.... I think a mild 440, and a reasonable driving style, you trans should survive fairly well. I am not sure about using a diesel trans..... the bellhousing just bolts on, but, getting a clutch to match the input shaft might be interesting, I don't know if the output shaft is different.... if it is, you would need to address the t-case as well.

 

Some posts I was reading on other forums were saying the 1.125" input on the non HD is 410 lb-ft, the 1.25" input on the HD is 460 lb-ft, the 1.375" input on mega $ billet aftermarket ultra shaft is ????

was also reading a whole bunch of Chevy dudes have already been trying fairly hefty 454 builds on the 1.125" version with good success for many years now.

Maybe best plan is to just send it. Look into all those fancy parts if/when it ever breaks.

 

Don't spend money on problems you don't have? That seems perfectly reasonable.

 

About power handling for the NV4500. My Nailhead 440 in my 68 station wagon was 425hp with a 727* behind it. *Edit* Not a 904.
https://www.reddit.com/r/Diesel/comm...00_hold_up_to/

 

Did you happen to take the internals out of a 904 case and install them into a 727? I ask, as the 904 case doesn't bolt-up to a big block (361-440) motor to my knowledge?

 

you are correct, gas version being the smallest then 1 1/4" on factory NV4500, quite often they get upgraded to 1 3/8" with a clutch swap, NV5600 could be an option too, most of those came factory with 1 3/8" input but very early versions came with 1 1/4", if needed might be able to find the shaft yet.

Not sure the biggest clutch diameter that would be available for a 440 but you could get a 12" or 13" clutch disc for a Cummins and use the disc with whatever flywheel you have. If its big enough. They should be available in 1 1/4' and 1 3/8" sizes

EDIT:
Im not very knowledge able on old big blocks, maybe someone here can fill in this blank, but there was an 8 bolt crank 440 possibly the stub would fit a Cummins flywheel? Of course then you run into mass issues, balance, ring gear tooth count and pitch, probably to many what ifs to actually have everything line up

 

Correct, I would like to know why you would even consider using it(if you could) when the largest motor that was put in front of a 904 was a 360. You could have put on a ultrabell but why.

 

Back in the old days, drag racers were obsessed with trying to save weight, especially weight in motion. The weight of the internals across the main shaft of a 904 is much lighter than that of the 727, which would allow a motor to rev up quicker. Super stock class racers that wanted an edge and had no major concerns with cost/long term reliability would make these types of modifications.

 

While a 440 definitely would be a cool upgrade., as I was looking around at fuel injection solutions, it crossed my mind that for the same reason I can get cpu controlled TPI/electronic ignition for the 440 means nobody would necessarily be backed into any corner when their Dodge CPU dies. Not that I'd likely be anywhere near this dudes level of making appropriate tunes for it so wiuld therefore be forced into doing somethng far less cool than he did undoubtedly....

 

I am currently running this 12" from Centerforce at the moment. It's a great clutch for this truck, unlike the stock one, I like it alot. https://www.summitracing.com/parts/c...2500/year/1995

I noticed that they happenned to make the exact same model in a `12" for a random ramcharger 440 I found on Craigslist today. I wonder if you could call the Centerforce applications dept and ask them to sell just the prssure plate since I already have the disk that fits the 10 spline magnum tranny. https://www.summitracing.com/parts/c...rger/year/1975

This is just one example of the 12" hybrids I saw that may be possible using parts avaialble for sale on Summit.