NV4500 Transmission Specifications

INTRODUCTION:
In 1993, General Motors and Chrysler teamed up together to manufacture a transmission referred to as the NV4500 transmission. The NV4500 were used in both the GM & Dodge truck applications. We first learned of this transmission in mid-1993. Since then, we have developed numerous transmission-to-transfer case adapters along with the necessary bellhousing adapters to use the NV4500 in almost every type of 4WD vehicle; and you can see by the size of this booklet that we consider this transmission to be a very popular conversion. This instruction manual has been provided to assist you in the products that are available for both engine and transfer case conversions.

The NV4500 is a constant mesh, helical geared 5 speed manual transmission. All forward gears are fully synchronized. The Dodge version NV4500 offers a synchronized reverse gear. The later models of the GM NV4500 now offer the synchro-reverse gear. This reverse gear can be added to the earlier GM NV4500 transmissions as an option. The 5th gear has an overdrive gear ratio of .73:1. The extremely low first gear ratio along with the overdrive 5 speed combination makes this transmission very desirable, since it offers the best possible gear ratio available for on or offroad conditions.

The transmission case is made of a cast iron material and the gear case cover is an aluminum alloy. The low profile of the top cover provides excellent clearance for 4WD aftermarket conversions. Unlike the older GM and Ford 4 speeds, the shift tower location has been relocated further back, approximately 9-1/2" from the face of the transmission, providing easier accessibility.


GEAR RATIOS: 1993-1994 1995-2004 DIMENSIONS:
First Gear 6.34 5.61 Approximate Dry Weight 195 lbs.
Second Gear 3.44 3.04 Oil Capacity 8 pints
Third Gear 1.71 1.67 Maximum G.V.W.R. 14,500 lbs.
Fourth Gear 1.1 1.1 Main Case Material Cast Iron
Fifth Gear 0.73 0.73 Main Case Length 12.375"
Reverse 6.34 5.04 Extension Housing Aluminum
Top Cover Material Aluminum

There has been considerable discussion as to the best possible gear ratios to use for the various engine and transmission combinations. Originally, GM transmissions had a 6.34:1 first gear ratio that made it the most desirable for offroad performance. These transmissions were in high demand because of this super low first gear ratio. In 1995, GM discontinued the production of the 6.34:1 ratio and now only offers a 5.61:1 gear ratio. All NV4500 GM & Dodge except the GM1995 and earlier have the first gear ratio of 5.61:1. Some of the older transmissions are still available; and by using the identification charts in this booklet, you will be able to identify the gear ratios of almost every NV4500 transmission.


TRANSMISSION LUBRICATION:
The NV4500 transmission uses approximately one gallon of synthetic oil. This oil is available at your local Dodge authorized dealer under Part No. 4874459 (quart), or your local GM authorized dealer under Part No. 12346190 (quart). Unlike regular petroleum oil that breaks down when it gets too hot, this synthetic oil is made up of different properties that do not break down. The transmissions are also equipped with synchronizer rings that are made of a fibrous material. The wrong fluid will cause the unit to develop “sticky” shifting. If the wrong fluid is used, more than likely you will have to have your transmission rebuilt.
DO NOT SUBSTITUTE any other lubricant as internal damage will occur.
NOTE: Castrol Syntech is NOT the same as Castrol Syntorq.

We sell Ams Oil MTG under PN715690. This is the only suitable oil substitute.


TORQUE SPECIFICATIONS:
Part Description Foot/Inch Pounds of Torque
Top Shift Cover Bolt 200 Inch pounds
Adapter Housing 40 Foot pounds
Front Drive Gear Retainer 265 Inch pounds
Main Shaft Nut 4WD 275 Foot pounds
P.T.O. Cover Bolts 30 Foot pounds
Reverse Inhibitor Bracket 95 Inch pounds
Counter Shaft Brg. Ret. Plate 200 Inch pounds
Main Shaft Brg. Ret. Plate 200 Inch pounds
 

GASKETING SPECIFICATIONS:
In order to install the new adapter housing, top cover, and bearing retainer, we recommend using Loctite 518 Gasket Eliminator. This sealant seems to work best.

 

SPEEDOMETER:
Most 4WD installations provide a speedometer drive gear on the back side of the transfer case.

On 2WD transmission swaps, Dodge transmissions are the most desirable due to the mechanical speedometer drive. The later versions (1998 & newer transmissions) do not have any type of speedometer provisions. The GM 2WD NV4500 transmissions use an electronic speed sensor. These transmissions will not allow you to retain your stock speedometer drive.

 

BACKUP SWITCH:
All NV4500s are equipped with an electronic reverse backup switch. If your vehicle is equipped with some type of backup indicator light, it can be adapted very easily to the new NV4500 switch. The parts required to couple to this switch are PN300378 (1), PN300378 (2 req.), and PN300378-1 (2 req.).

 

SUSPENSION LIFTS:
Driveline angles could be a major problem when using the NV4500 primarily because of the extreme length of the new transmission. It will be very important that you consider the new adapter length before purchasing any components. Compensation for the rear driveline angle can be adjusted slightly by the use of axle degree shims and by adjusting the crossmember support downward from the frame rails. DO NOT OVERLOOK the effects of the suspension lift when using a NV4500. Most complaints of noise after a transmission swap are due to improper driveline angles.


NV4500 rebuild kit:
If you find your own NV4500, but need to freshen it up with some new bearings seals and synchronizers, we offer PN715691. This kit supplies you with replacement parts for the normal wear items of the NV4500.

TRANSMISSION IDENTIFICATION

The NV4500 transmission identification tag is attached to the shifter top cover. The tag provides the transmission model number, build date, and part number. Be sure not to remove the I.D. tag during the conversion. The information on this tag is essential for ordering the correct replacement parts. Since we use various transmission configurations for the different types of transfer case & bellhousing adapters, be sure to examine the application for your particular conversion before finalizing the purchase of a NV4500.


GM 4WD NV4500 (1993-94)
During the first two years of the NV4500, Chevy offered this 5 speed with a 6.34:1 1st gear; 2nd 3.44:1; 3rd 1.71:1; 4th 1:1 ratio, and a 27% overdrive. It was also the first year that Chevy changed the bellhousing-to-transmission bolt pattern. This transmission is ideal when converting your vehicle, providing an ultra-low 1st gear. GM, however, only produced this particular ratio during these years. The major complaint of this 5 speed was stiff shifting and noise in 3rd gear.

Identification of this transmission can be obtained by using the identification charts in this manual. Due to the interchangeability of other NV4500 components, we also recommend that you verify the following information. Starting at the front, this GM transmission should have a input shaft pilot tip diameter of .590”. The spline of the input is 1-1/8” diameter 10 spline and protrudes approximately 6-5/8” from the face of the transmission. This input shaft cannot be interchanged with any other NV4500 input shafts other than transmissions with the same 1st gear ratio unless you change the counter drive gear also. The front bearing retainer index is 5.125”, with a snout diameter of 1.373”, and a front bolt pattern as shown. The shifter stud on the top cover is a male threaded connection. The rear of this transmission has an aluminum adapter housing which measures 8-1/8” long; and the output shaft is 32 spline. Most transfer case adapters for this transmission will require the replacement of the tailhousing and the shortening of the output shaft.

This transmission cannot be used with a Ford engine.
 

GM 4WD NV4500 (1995)
This transmission is identical to the 1993-94 transmission, except the 1st gear ratio had been changed to 5.61:1; 2nd 3.04:1; 3rd 1.67:1; 4th 1:1 ratio, and a 27% overdrive. The noise and shifting problems had been corrected.

Identification of this transmission can be obtained by using the identification charts in this manual. Due to the interchangeability of other NV4500 components, we also recommend that you verify the following information: Starting at the front, this GM transmission should have a input shaft pilot tip diameter of .590”. The spline of the input is 1-1/8” diameter 10 spline and protrudes approximately 6-5/8” from the face of the transmission. This input shaft can be interchanged with other NV4500 input shafts with this 5.61 1st gear ratio. The front bearing retainer index is 5.125”, with a snout diameter of 1.373”, and a front bolt pattern as above. The shifter stud on the top cover is a male threaded connection. The rear of this transmission has an aluminum adapter housing which measures 8-1/8” long; and the output shaft is 32 spline. Most transfer case adapters for this transmission will require the replacement of the tailhousing and the shortening of the output shaft.


GM 4WD NV4500 (1996 & Newer)
This transmission has the same gear ratio as the 1995 version (1st 5.61:1; 2nd 3.04:1; 3rd 1.67:1; 4th 1:1 ratio, and a 27% overdrive). Chevy once again changed the bellhousing-to-transmission bolt pattern and went to a larger bellhousing index diameter. The new bolt pattern and index are the same as the Dodge Standard Duty NV4500. These transmissions use a GM internal release bearing.

Identification of this transmission can be obtained by using the identification charts in this manual. Due to the interchangeability of other NV4500 components, we also recommend that you verify the following information: Starting at the front, this GM transmission should have an input shaft pilot tip diameter of .590”. The spline of the input is 1-1/8” diameter 10 spline and protrudes approximately 6-5/8” from the face of the transmission. This input shaft can be interchanged with other NV4500 input shafts with this 5.61 1st gear ratio. The front bearing retainer index is 5.600”. This transmission uses an aluminum front retainer without a release bearing snout. The stock
 

GM bellhousing used an internal release bearing that mounted to the front of this transmission. Most bellhousing adapters for this transmission will either require the replacement of the retainer or, on some applications, an adapter retainer bolted to the front of the stock GM aluminum retainer. The shifter stud on the top cover is a male threaded connection. The rear of this transmission has an aluminum adapter housing which measures 8-1/8” long; and the output shaft is 32 spline. Most transfer case adapters for this transmission will require the replacement of the tailhousing and the shortening of the output shaft. We carry this rebuilt transmission under PN26-0007R. * The top shifter’s will vary on these transmission due to core supplies.


GM 2WD NV4500 (1993 & Newer)
These transmissions have the same front bolt pattern dimensions and gear ratios as the corresponding year 4WD NV4500 version.

These transmissions have a shorter tailhousing and a fixed output yoke. These tailhousings did not use a standard mechanical speedometer drive, but were equipped with an electronic speedometer setup. Connection to this speedometer must be considered.

We have found these transmissions to be best suited for full size Ford trucks that have the independent transfer case. The speedometer on this application will remain in the stock transfer case, and the short NV4500 tailhousing allows room for the short driveline between the transmission and the transfer case. To fit this transmission to a Ford bellhousing, a new Dodge input shaft is required. NOTE: The Dodge input shaft will not work in the GM NV4500s with the 6.34:1 1st gear ratio.


GM NV4500 (Commercial Truck-Style)
Specialty aftermarket NV4500s manufactured for commercial truck applications (such as UPS trucks) may also be located in various salvage yards. The front portion of the transmission is comparable with all the various GM NV4500 transmissions; however, the tailhousing will need to be changed along with the transmission output shaft. These units can sometimes be purchased at a considerable savings, since the output yoke is not compatible for 4WD and conventional light-duty truck applications.


Dodge Standard Duty 4WD NV4500 (1993-1998)
These transmissions have the same front bolt pattern and bearing retainer index as the 1996 to current. Chevy NV4500 transmission. The gear ratios of all of the Dodge version NV4500s remained the same, which is a 1st gear of 5.61:1; 2nd 3.04:1; 3rd 1.67:1; 4th 1:1 ratio, and a 27% overdrive. These transmissions use a 7-1/2” long input shaft which allows the use of an adapter plate between a stock bellhousing and the NV4500 transmission.

Identification of this transmission can be obtained by using the identification charts in this manual. Due to the interchangeability of other NV4500 components, we recommend that you also verify the following information: Starting at the front, this Dodge transmission should have an input shaft pilot tip diameter of .750”. The spline of the input is 1-1/8” diameter 10 spline and protrudes approximately 7-1/2” from the face of the transmission (some early Dodge NV4500s had a 1”-19 spline input shaft). This input shaft can be interchanged with other NV4500 input shafts with this 5.61 1st gear ratio. The front bearing retainer index is 5.600”, with a snout diameter of 1.43” for the release bearing. Most bellhousing adapters for this transmission will either retain this stock retainer as it is or may require some machining on it. The shifter stud on the top cover is a male square connection. The rear of this transmission has an aluminum adapter housing which measures 6-1/4” long; and the output shaft is 23 spline. Our transfer case adapters for this transmission will sometimes replace this stock tailhousing or, as in many cases, this stock housing can be retained by using an adapter plate.


Dodge Standard Duty 4WD NV4500 (1999-2000)
These transmissions are identical to the 1993-1998 Dodge transmission with the exception of the transmission shift stud. Dodge changed the square style shift handle receiver to a metric 14mm threaded stud.

Dodge Standard Duty 4WD NV4500 (2001 & Newer)
These transmissions are identical to the 1999-2000 Dodge transmissions. Note: The output shaft on 2001 & newer models was changed to 29 splines. We carry this rebuilt transmission under P/N 26-0029R. * The top shifter’s will vary on these transmission due to core supplies.

Advance Adapters Custom Built (2001 & Newer)
These transmissions are built with a Dodge 29 spline output shaft and a GM input shaft. The transmission is also equiped with the GM front flat aluminum bearing retainer. We carry this rebuilt transmission under P/N 26-0029RGM. * The top shifter’s will vary on these transmission due to core supplies.

Dodge Standard Duty 2WD NV4500 (1993-1998)
These transmissions have the same front bolt pattern and bearing retainer index as the Dodge 4WD NV4500 transmission. The gear ratios of the Dodge 2WD version are the same as the Dodge 4WD version (1st gear 5.61:1; 2nd 3.04:1; 3rd 1.67:1; 4th 1:1 ratio, and a 27% overdrive). These transmissions use a 7-1/2” long input shaft which allows the use of an adapter plate between a stock bellhousing and the NV4500 transmission. Identification of this transmission can be obtained by using the identification charts in this manual. The tailhousing of this transmission is 13” long and uses a slip yoke with 30 splines. This transmission works great for most 2WD installations since it uses a mechanical speedometer drive. On 1998 Standard Duty 2WD transmissions, the speedometer pickup was moved from the tailhousing back to the rear axle. If you obtain one of these transmissions, you will be required to change the tailhousing and output shaft to components from an earlier Dodge 2WD if you wish to have a working speedometer.


Dodge Standard Duty 2WD NV4500 (1999 & Newer)
These transmissions are identical to the 1993-1998 2WD Dodge transmission with the exception of the transmission shift stud. Dodge changed the square style shift handle receiver to a metric 14mm threaded stud. On these Standard Duty 2WD transmissions, the speedometer pickup was moved from the tailhousing back to the rear axle. If you obtain one of these transmissions, you will be required to change the tailhousing and output shaft to components from an earlier Dodge 2WD if you wish to have a working speedometer.


Dodge 4WD Heavy-Duty NV4500 (1993-1998)
This transmission is normally used up to the Cummins Diesel. This transmission is best suited for Dodge 4WD Getrag 5 speed replacements and Toyota Land Cruisers retaining the stock six cylinder engine. We DO NOT advise using this transmission for other applications unless you are prepaired to change the Heavy-Duty front input and retainer.

Identification of this transmission can be obtained by using the identification charts in this manual. Due to the interchangeability of other NV4500 components, we recommend that you also verify the following information: Starting at the front, this Dodge transmission should have an input shaft pilot tip diameter of .750”. The spline of the input is 1-1/4” diameter 10 spline and protrudes approximately 7-1/2” from the face of the transmission. This input shaft can be interchanged with other NV4500 input shafts with this 5.61 1st gear ratio. The front bearing retainer index is 5.60”, and has a snout diameter of 1.75” for the release bearing. The shifter stud on the top cover is a male square connection. The rear of this transmission has an aluminum adapter housing which measures approximately 6-1/4” long; and the output shaft is 29 spline.


Dodge 4WD Heavy-Duty NV4500 (1999 & Newer)
These transmissions are identical to the 1993-1998 Dodge H.D. transmission, with the exception of the transmission shift stud. Dodge changed the square style shift handle receiver to a metric 14mm threaded stud. We carry this rebuilt transmission under PN26-0020R. * The top shifter’s will vary on these transmission due to core supplies.


Dodge 2WD Heavy-Duty NV4500 (1993-1998)
These transmissions have the same front bolt pattern and bearing retainer index as the as the Dodge 4WD Heavy-Duty NV4500 transmission. This transmission should only be used for the Cummins Diesel Getrag replacement. Identification of this transmission can be obtained by using the identification charts in this manual. The tailhousing of this transmission is 13” long and uses a slip yoke (P/N 716087) with 31 splines. If you obtain a 1998 Heavy-Duty transmission, you will be required to change the tailhousing and output shaft to components from an earlier Heavy-Duty Dodge 2WD if you wish to have a working speedometer.


Dodge 2WD Heavy Duty NV4500 (1999 & Newer)
These transmissions are identical to the 1993-1998 Dodge H.D. transmission with the exception of the transmission shift stud. Dodge changed the square style shift handle receiver to a metric 14mm threaded stud. On these Heavy-Duty 2WD transmissions, the speedometer pickup was moved from the tailhousing back to the rear axle. If you obtain one of these Heavy-Duty transmissions, you will be required to change the tailhousing and output shaft to components from an earlier Heavy-Duty Dodge 2WD if you wish to have a working speedometer.

NV4500 INPUT & OUTPUT SHAFTS

GM 32 TOOTH 4WD OUTPUT SHAFT
On all NV4500s that were equipped to a GM 4WD transfer case, you will find that the output shaft has 32 teeth. The adapter housing that is mounted to the back of the transmission case is 8-1/8" long. On the inside of this tailhousing, you’ll either find a vibration damper on the output shaft or a steel sleeve. Most of our transfer case adapters will require the damper or sleeve to be removed. We couple to the 31 tooth spline located under the damper or sleeve. In order to remove the vibration damper or sleeve, you must use a special socket. This socket will be required in order to remove the nut because this nut is put on with 275 ft./lbs. of torque. On transmissions with the damper, a gear puller will be required since the damper is a press fit to the output shaft. On all applications that require the removal of the damper or sleeve, we will provide a custom set collar that must be installed on the output shaft to retain the 5th gear into position.


GM 35 TOOTH 2WD OUTPUT SHAFT
All GM NV4500s that were used in 2WD vehicles will be equipped with a 35 tooth output shaft. Located on the end of the shaft will be a large balancer type yoke. We do not make any transfer case adapters to couple to this output shaft.


DODGE 23 TOOTH 4WD OUTPUT SHAFT
On all 1993-2000 NV4500s that were equipped with Dodge 4WD transfer cases, you will find that the output shaft has 23 teeth. The adapter housing that is mounted to the back of the transmission case is 6-1/4" long. On the inside of this tailhousing, you’ll find a locking nut that secures the 5th gear to the main shaft. This stock nut has undergone some design changes from the manufacturer because they have been known to loosen after time. Our adapters do not require the removal of this nut; however, you might want to make sure the nut is still properly secured. Most of our transfer case adapters do not require any modifications to the shaft or stock tailhousing.


DODGE 29 TOOTH 4WD OUTPUT SHAFT (for Heavy-Duty & 2001 Standard Duty transmissions)
On all Cummins diesel Dodge Heavy-Duty 4WD NV4500s and 2001 & up Dodge Standard Duty 4WD NV4500s, you will find that the output shaft has 29 teeth. The adapter housing that is mounted to the back of the transmission case is 6-1/4" long. On the inside of this tailhousing, you’ll find a locking nut that secures the 5th gear to the main shaft. This stock nut has undergone some design changes by the manufacturer because they have been known to loosen after time. Our adapters do not require the removal of this nut; however, you might want to make sure the nut is still properly secured. If you have one of these transmissions and plan on changing the output shaft to one out of the other model NV4500s (i.e. a GM NV4500), you will also be required to change the 5th gear assembly since it will not fit on the new main shaft. A new nut to secure this 5th gear will also be required.


DODGE 30 TOOTH 2WD OUTPUT SHAFT
On all NV4500s that were used in a Dodge 2WD vehicle, you will find that the output shaft has 30 teeth. The tailhousing that is mounted to the back of the transmission case is 13” long. This tailhousing uses a slip yoke assembly. The slip yoke can be purchased from your local dealer.


DODGE 31 TOOTH Heavy Duty 2WD OUTPUT SHAFT
On all Cummins diesel Dodge 2WD NV4500s, you will find that the output shaft has 31 teeth. The tailhousing that is mounted to the back of the transmission case is 13" long. This tailhousing uses a slip yoke assembly. The slip yoke for this transmission is a 1410 series. We stock this yoke as PN716087, or it can be purchased from your local dealer.


MAIN SHAFT INSTALLATION:
Depending on your application and transmission model, you may require the installation of a new transmission main shaft. The installation will require the use of a bearing puller in order to remove the rear tapered roller bearing on the main shaft. It will also require a special tool to remove the nut holding either the 5th gear or the harmonic balancer. These tools are available from your local GM or Dodge dealer depending on the make of your transmission. Although it is fairly simple and easy to exchange the main shaft on these transmissions, we recommend that you have the new shaft installed by a qualified transmission mechanic. Your local GM and Dodge service departments are equipped with all of the necessary tools and have been trained for repairing these NV4500 transmissions. The average time to disassemble and replace the new shaft would be approximately 2 hours, provided all the tools were available.
P/N J38805 Spec. Socket for Removal of the GM 4WD Damper

NOTE: The nut that retains the harmonic balancer (damper) is extremely hard to remove even with the right tools. One of our customers simplified the removal of the nut by drilling the nut on opposite sides with a 1/4” drill. Once drilled, take a chisel and split the nut into two halves. Then the special socket will not be needed.


MAIN SHAFT MODIFICATIONS: Several of the adapters require you to shorten the existing transmission main shaft while it is still installed in the transmission case. This is quite common when a GM 4WD transmission output shaft is being used. Each instruction sheet gives the exact cutoff location in order to be compatible with our components. The normal procedure for performing this operation can either be a high speed cutoff disc or a metal abrasive cutoff saw. To assist in making the exact cutting location, we suggest that you use tape and wrap it around the shaft to indicate the exact cutoff location. The tape will provide a definite location since the shaft is slowly rotated during the cutoff procedure. Once the outer surface has been penetrated, the inner core of the shaft could be cut with a regular hacksaw. All of the sharp edges should be smoothed to provide a good fit into our components.
CAUTION: During the cut off procedure, you must make sure to wear protective eye gear to prevent sparks from causing damage to your eyes. The bearings and gears should also be protected to avoid contamination of metal debris.


MAIN SHAFT END PLAY: If the transmission you acquire requires the replacement of the transmission main shaft or changing of the front input gear, you will need to recheck and inspect the end play tolerance on the main shaft. When installed into the main case of the transmission, the main shaft tolerance should be .002" to .006". This is very critical and you must use a dial indicator in order to determine if new shims will be required. Refer to the transmission service manual GM #17003.13 for additional information.


GM & DODGE INPUT SHAFTS: On the front of the transmission, the input shaft can vary depending on which type of transmission is being used. We have seen three different specifications of input shafts. The input shaft gear tooth counts are all identical on all 3 transmissions, except for the GM transmissions with the 6.34:1 gear ratio. Dodge also offered a early 19 spline input shaft 1992-93 transmissions, which is no longer available. This 19 spline shaft is interchangeable with all Dodge units and it will require a new retainer as well.

Transmission Input Shaft
All GM transmissions 1-1/8"-10 spline/.590" pilot tip
(excludes 4x2 H.D. 2001 & newer) (GM P/N12382877 or AA PN52-0221)

Dodge Standard Duty transmissions 1-1/8"-10 spline/.750" pilot tip
(Dodge P/N 4882357 or AA PN52-0219)

Dodge Heavy-Duty transmissions 1-1/4"-10 spline/.750" pilot tip
(Dodge P/N 4882358 or AA PN52-0228)

NOTE: All of the above input shafts will not work the 6.34:1 GM NV4500 transmission.


GM & DODGE FRONT RETAINERS: On the front of the transmission, both the GM and Dodge transmissions used a different front retainer. We offer some of these stock retainers as well as some modified retainers for use with our adapter kits:
Dodge gas version transmission has a 5.600” index dia. with a 1.437” snout dia. P/N 716068.
Dodge H.D. version transmission has a 5.600” index dia. with a 1.750” snout dia. P/N 716080.
GM 1993-1995 transmissions have a 5.125” index dia. with a 1.377” snout dia. (we do not offer this retainer).
GM 1996-2004 transmissions have a 5.600” index dia. This retainer does not have a snout. We offer a bolt-on 1.377” snout, PN716067A. We also offer replacement aluminum GM retainers under PN716068G.

SHIFTERS


The year and the model of your NV4500 transmission (GM or Dodge) will determine the shift handle assembly you will use. Both GM and Dodge offer shift handle assemblies; however, the cost of these stock handles are not favorable. The shift handles we offer are easy to install and, if necessary, easy to modify to fit your vehicle. We offer 3 shifter configurations to fit the different models manufactured. PN716050C, PN716050D, or  PN716050D1