No I'm not. And he was stating his experience with his 5600
which I find beneficial. Personally, I don't recall the 5600
trannied Ram I drove to be any more difficult but maybe I
need to take one for another spin. I was obviously not turned
off by the 5600 or I wouldn't be considering doing this.
I don't know about your 4500, but my 4500 is smooth, its slick and aluminum.
It successfully worked against some significant loads on my 360 powered 1500
for years. My only complaint was the 3 - 4 backlash, but it worked
flawlessly. On my '04 3500 Cummins dually, my 5600 is hard work. It is MUCH
bigger and MUCH heavier. The pilot shaft is 1.250 in diameter. The 4500
pilot shaft is .750. You will never, blower or otherwise, ever create the
low rpm torque the 5600 is designed to handle, with the 360. In full NASCAR
trim you might see 600 ft lbs at 6200 rpm. A .750 pilot shaft will handle
that just fine. I am not being negative. I am giving you damn good advice
and I might add, for free. Now for the clutch, that's a different story. The
360 clutch is weak and needs help, but then again so does the 13 on the
Cummins. I can easy smoke both of them with just a little abuse. However, if
you are gentle and let them both hook up before applying power, you can get
by for thousands of miles.
Did you swap that in? I thought the 1500's only came with a NV3500, and
then only with the 5.2L. The 5.9L only came with an auto in the 1500's...
Settle down with the 'for free', "Brent"... no one's holding a gun to your
head here - you post because you want to, no other reason.
A clutch upgrade is certainly warranted if he's going to be putting higher
HP through it... I ran a Centerforce DF on my 2500 with an NV4500 putting
out about 350HP, 500lb.ft., and 38" tires. It's still holding up fine for
the current owner. Like you said, I smoked the stock clutch in about 5,000
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