Clutch Kits
1988-2003 Dodge Cummins 400 HP Clutch Kit
Sale
$836.63
1988-2003 Dodge Cummins 425 HP Clutch Kit
Sale
$948.18
1988-2003 Dodge Cummins 475 HP Clutch Kit
Sale
$1,059.73
1988-2003 Dodge Cummins 550 HP Clutch Kit
Sale
$1,171.28
1994-2003 Dodge Cummins 550-750 HP Street Dual Disk Clutch Kit
Sale
$1,338.60
1994-2003 Dodge Cummins 550-750 HP Street Dual Disk with 1.375 Inuput Shaft Upgrade Kit
Sale
$1,552.00
1994-2003 Dodge Cummins 800 HP Competition Dual Disc Clutch Kit
Sale
$2,328.00
1994-2003 Dodge Cummins 900 HP Competition Dual Disc Clutch Kit
Sale
$2,328.00
1994-2003 Dodge Cummins 900+ HP Competition Triple Disc Clutch Kit
Sale
$2,910.00
1 3/8" NV4500 Input Shaft Upgrade Kit
Sale
$388.00
98-02 Dodge Hydraulic Clutch Assembly Upgrade
Sale
$372.58
1994-1998 Dodge 5.9L Cummins Diesel South Bend Clutch Kits
New Venture Gear NV4500 5 Speed Manual Transmission
The New Venture Gear 4500, a 5-speed manual transmission manufactured by New Venture Gear, was used in General Motors and Chrysler products from 1992-2007.
Chrysler Corporation Dodge Truck division used the NV4500 as NVG4500 in "Standard" and "Heavy Duty" applications.
Shared Standard Duty & Heavy Duty Features:
- Dodge NV4500 Transmission to bell housing bolt pattern (shared with the 1995–2005 GM light trucks)
- Dodge specific input shaft 7.5" long with .725" diameter pilot shaft diameter & spline count varies
- Concentric internal hydraulic clutch slave cylinder with integrated throw out bearing
- 1992.5-1997 2wd Gear drive speedometer in tail housing. Some 1998 may have the gear drive.
- 1998–UP 2wd no speedometer gear (VSS in axle)
Heavy Duty 1994–2005 order code DDX:
- All Years used with 5.9 Cummins Turbo Diesel and 8.0 V-10 Gas
- All Years 5.9 Cummins Turbo Diesel & 8.0 V10 bell housing to engine bolt pattern
- All Years 1.25" diameter 10 Spline input shaft
- All Years 2wd 31 spline output
- All Years 4wd 29 spline output
Diesel Performance Clutch Kits
South Bend Clutch has been building clutch kits for over fifty years! When it comes to the extreme demands of a performance diesel engine, you want to be sure that you have a clutch that can hold the torque and transfer all that power to the ground. Not all clutches are the same and depending on how you plan to use your truck, not all clutches will be a good fit. Many people think they need a race setup, only to be disappointed with how it works for everyday driving. Each clutch has limitations and clutches that are built to hold extreme horsepower may not be the easiest clutch to drive on the street every day.
Key factors in choosing a clutch,
1) Determine how much power your truck has or will have. The best way to do this is bring your truck in to Huckstorf Diesel and find out exactly how much power your truck has on the SuperFlow Dynamometer. There is no guess work involved. Too many times people add up all the additional advertised horsepower numbers from the products they have purchased and expect big numbers, only to be disappointed when they see what they actually have. Many people don't realize that you can over-clutch a system. A clutch designed to hold 550 HP may not act right in a truck that only puts out 350 HP to the rear wheels. We often hear people say that they "might" add more power in the future. Realize that if you choose a clutch based on that, and you don't upgrade later, you might end up with parts you're not happy with.
2) Decide what you want to do with your truck. Is it just a daily mode of transportation? Do you do any towing with it, if so, to what degree? Do you want to compete with it, if so how often? What size is your truck? Is it 2 or 4 wheel drive? Be specific. These are all important factors.
General rules for picking a clutch,
- The HP rating of the clutch should match or slightly exceed the estimated HP of the truck.
- Any truck used for competition sled-pulling should use an SFI approved multi-disc clutch.
- Trucks that regularly tow 15,000 pounds or more should use a double disc clutch designed for the street, regardless of the HP level.
- Trucks that are above the 450 RWHP which are used primarily for towing should use a street double disc. A full metallic single disc clutch is likely to engage too aggressively, especially on 2WD trucks.
- High torque / HP clutches often incorporate metallic linings which may cause an aggressive engagement. This may be even more apparent when towing.
- High torque clutches often incorporate metallic linings which may cause an aggressive engagement. This may be even more apparent when towing. Multi-disc clutches make more noise than a single disc clutch.
Remember, when vehicles are modified beyond their factory specifications or used above the factory limitations, to the point where a performance clutch is necessary, things are going to feel different. By choosing the right clutch for your application, you can minimize these effects. However, some of the differences in how a clutch feels or sounds may be necessary to make the clutch hold and last.
These are some unreasonable expectations,
- My truck puts 800 HP to the ground and I drive it every day and I want a clutch that doesn't push hard.
- My truck only has 400 HP, so I just need a single disc clutch, but I want to sled pull once in a while.
- I pull 20,000 pounds every day but I can't afford a double disc clutch. How many miles do you think I can get out of a single disc clutch?
- This is the last clutch I ever want to put in my truck.
When you are choosing a clutch, keep one thing in mind. No clutch is indestructible. No matter who made it or what it is rated for, you can destroy it in a hurry if you don't use it properly. If you are careful when choosing a clutch, and reasonable on how you use it, you will get the most out of your clutch.
