trreed

Hey now that’s my good brain cell you’re **** talking there. My other two aren’t good for much of anything.

Mine was around 1/8 turn. Now it’s almost no free play after the rebuild

Stacked in the same order. Fun fact, the rear pinion bearing isn’t shimmed. The damn race is. Yeah I got lucky. Turns out Spicer etches the number of shims needed to set the pinion depth on the pinion. I didn’t know that when I put the factory size stack of shims in. Backlash was 6 thou and pattern was just off square of the center of the tooth

Backlash came out ok without shims. Pinion I was able to reuse the factory shims

It lives! Pattern came out great. Differential is dead quiet. No howling, chirping when turning, or other goofy noises. Now for the “break-in”!

I’m not sure what happens to the price if you need hard parts replaced

Super Stick Transmissions. His stock 5600 rebuild is $3250 with core, 5 year/100k mile/700 HP warranty. Also offers modifications to the oil passages for increased shifting speed. So I was really high on my estimate above. He also offers a 1000 HP capable 5600, and an over 1000 HP capable unit.

Exactly. And that's on the high side for a quality rebuild. Prices are so much higher that it's literally not worth it to find an alternative anything for a 5600.

Yes, but they’re not in the same class. I can’t tell you specifically why the 5600 can’t use a GL-4 fluid, but I can tell you at $4600 per rebuild with almost a 1.5 month wait right now, I’m going to be putting in what’s recommended and not be experimenting.

Can and should are two different things. Yes I can put 80w-90 in my 6 speed (and actually had a shop do that.... idiots) but it doesn’t mean I should. Accelerated wear and poor shift qualities will come around when those brass synchros are eaten away and cold weather hits

We have talked about fluids for three different transmissions, none of which were the original transmission in question. There are synchronizer differences between Mike’s NV4500 and your NV5600 that dictate the different fluid requirements. Also, Mike had a shop tell him that they would willingly warranty any damage caused by their recommendation of using a known wrong fluid. Sure it worked, but Mike’s scenario is a one-off situation. Based on that, I caution trying to find a replacement fluid for the NV5600. As @dripley has said, OEM parts are no longer made, and most on the market are cheap knockoffs. There are only a handful of people who rebuild these transmissions correctly, and they charge around $4600 for a stock rebuild, and you gotta ship the trans as freight to them. Depending on which carrier you use and the distance, there’s another 500-1000 each way. Why play with fire on a rare transmission trying to find a different fluid when pennzoil synchromesh is available at chain auto parts stores for $8.49/quart? It’s just not worth it.

Yeah, assuming @Dieselfuture reaches his maximum torque of 1000 ft-lbs in 4th gear (1.39:1), that's 1390 ft-lbs input to the D80. Adds up quick, if we assume maximum torque can be reached in 3rd or even 2nd. Even more when in 4Lo and an additional 2.72:1 is multiplied in.

With the G56 it has more to do with gear rollover when switching from a dual mass flywheel to a single mass flywheel. ATF is too thin to be quiet with SMF. It doesn't have as much to do with synchro protection.

And then Mercedes, the manufacturer of the G56, told Chrysler that ATF is wrong, and recommends a Syncromesh fluid (or GL-4 as well)

Dana is still gonna feel way more torque due to the gear reductions.

@dripley I only got like 4 or so... 2 to watch driving is almost too much to ask!

I misspoke. Looks like a Dana 80 is rated for 3000 ft-lbs input torque, 2500 ft-lbs COT (continuous output torque) and 10000 ft-lbs MMOT (Maximum Momentary Output Torque)

Gotta remember these axles are getting towards 20 years old.... Metal is gonna fatigue in that time, and they're rated for 2000 ft-lbs of continuous torque... which can easily be exceeded in stock form. Mine was holding fantastically until i got stupid about it.

Stock Spicer replacement units. I'll allot one more brain cell to 'monitoring driving habits' duty to keep it alive this time.

I try to stick to 50k mile fluid changes. Also, floating gears in these 6 speeds is inadvisable. The synchronizer cones are made out of brass, which is a self lubricating (read: sacrificial) bearing material. So floating the gears and relying on the brass syncros to match the speed is more harmful to the transmission than using the clutch.

Go to settings and toggle the gallon trip setting. That's the reset

1) Pennzoil or Amsoil Syncromesh is the only aftermarket fluid spec'd for use in the NV5600. Otherwise the dealer may have some fluid laying around, but it's expensive as hell. 2) Spec sheet says 4.75 quarts. That is too little. Most people run 6 quarts without a cooler, 7 quarts if you have one cooler (me) and 8 quarts of you have two coolers (@Dieselfuture) 3) I've never heard of an additive for these transmissions. 4) https://www.fastcoolers.com/product-page/copy-of-fast-coolers-part-2fc300. Can be bought as a single too. Adds one quart more capacity each. 5) As you stated, clutch depends on driving and modifications. My stock clutch held a smarty until I got stupid between shifts, and then it was game over very quickly. Some members on here are closing in on 300k on the stock clutch. 6) That's cause it's a truck transmission, and not in a Porsche! These transmissions have very long throws and definitive engagement. There aren't many replaceable parts without removing the main case from the transmission. There is a plastic cup on the bottom of the shifter that acts as a bushing for the shifter and the shift forks. That's about the easiest part to get to.

I have a 62/75 setup. Just optioned both turbos with tighter housings for better spooling characteristics. My injectors dictate higher timing numbers as well for a complete burn. So I'm a case of someone who should be having head gasket issues due to my setup but I haven't had any issues as of yet.

Start with bringing your 1500 rpm slider up to 16*