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Hey guys, bought this truck last May. Factory 454 TBI with TH400 truck. Camper Deluxe, power windows/locks, etc. Previous owner had the truck converted to a NV4500 5 Speed (1993 version with the ultra low 1st gear). He also c-notched, air bagged, axle flipped and boxed the entire frame from the cab to the rear bumper, installed a custom gooseneck hitch tied into the frame, converted to rear disc brakes on the Dana 70HD, had the seats recovered, new suede headliner, new carpet, dynomat everything, and recovered the dash pad.
The only major mods I have done is the Dakota Digital VHX gauges.
The 454 has Thorley Tri-Y ceramic coated headers, Edelbrock TBI intake, TB spacer, and custom chip. It does okay on mileage, 14 hwy, 10 city, 9 towing. But I think I can get a bit better mpg with the 6.0.
The original plan was 6BT or a Duramax. Both were scrapped after I found out my early NV4500 can't be made to work with either.
The next plan was a 5.3, mild cam, with a GT45 turbo. Last week I stumbled on a cheap LQ4 with low miles and bought it. Same basic plan, the cam is a Summit 8719. I pulled the heads for inspection, all good after some BTR valve springs. One minor issue is a couple spark plug threads are goobered, so I need to chase the threads to clean them up before getting bolted onto the block. Going with BTR LS9 head gaskets and bolts. Going to be a low boost setup, so the extra cost of head studs isn't warranted. Summit LS7 lifters and trays are installed, replaced the timing chain with a Summit LS2 replacement.
Going with a set of stock truck injectors that have been decapped and flowed. Stock truck intake manifold, return less rails, stock TB, Amazon cast stainless turbo manifold (after a **** ton of flash and spark plug boot clearancing), ebay 31x12x3" core intercooler (painted satin black), etc.
Going with Hooker C10 LS mounting plates with polyurethane mounts. The reason I went with the Hooker plates is because after so minor trimming, I can retain a factory style AC compressor. I will be going with a Denso style from a Tahoe/Burb that had factory rear air. The theory is the larger of the two truck compressors will move enough refrigerant to keep the old school R12 A6 system happy. I already have a modern style bar and plate AC condenser up front. The reason I wanted to use the factory compressor is because the turbo manifold is sitting about where an aftermarket bracket would sit to mount a popular Sanden 508/709 compressor.
Last edited by Ford_Assassin; Feb 14, 2020 at 01:27 PM.
ps... Core *dash* Shifters *dot commercial website suffix* finally just got parts back in stock to build short throw shifters for the 4500.
holy baller cash, Batman, considering Hurst USED to make/sell them for $100 less... but it was WELL worth it on my nv3500, so i just pulled the trigger on one for the 4500. a couple guys here are using them on their 4500s & say it still makes the world of difference.
One thing though, personally I think you will regret doing de-capped injectors. Just because you get them flowed doesn't mean you will properly be able to dial them in. Especially if you want the airflow/fueling model to be very accurate.
Feb 14, 2020 | 12:30 PM
Squarebody Crew Cab Dually 6.0/Turbo/NV4500 Build Project
