definatley off topic but i need the info and help...i did a search and found some info but not really for NWC.. 1980 monza engine and an 86 S10 t5.....the og cable clutch bell won't work because of the clutch fork adjuster is in the way of the ******'s top plate....the v8 bell i have won't work because the center locating hole is too big.... i guess a camaro bell will work?? but can't find one and i'm not sure the center locating hole will be the small one i need...thanks for looking and the help
It would be practical to have a spacer ring made to increase the diameter of the throw out bearing collar on the trans to fit the V8 bellhousing. Any machine shop could do that easily. Also, maybe, I don't know for sure, a T/O brg collar from a different T5 application would retrofit to your T5. Best wishes.......... Ray
thanks ...i've been thinking the same thing....it might need a 1/4- 3/8"spacer to get the cluch disc to slide properly and i could cut up the v6 bell i have to make the spacer and bushing....two birds one stone type deal....
Keep in mind the bell on a camaro T5 has the trans tilted down to the left. Not a problem if you use that trans. Flat Ernie has a really good T5 tech article, http://www.jalopyjournal.com/forum/showthread.php?t=171291&highlight=ultimate+t5+swap
Using a Camaro bell on my T modified, think it's an '80, has two sets of ****** holes, only had to drill and tap the extra set to use a Muncie, may help someone.... some race shops have adapter rings for different ******s, may check that out also...
here is what i'm up to... in case someone else is doing the same I am putting a 4 banger in my 28 roadster. I would like to feel better about the fuel I am burning as i plan to drive the wheels of it when it’s done. I bought an iron duke 151 w/ cross flow head and I want to mate it up to the T5. The 151 ci. Pontiac engine has the SBC bolt pattern on it and any gm transmission with sbc pattern will work.... ....problem is I want to use the weaker non world cl*** T5 on the 4cyl., there is no nwc t5 w/sbc pattern. The transmission has to be spaced ½” back to work as it has a 7.125” shaft and the sbc is based on 6.625”. This deal will work to get a nwc T5 behind a stove bolt too. Here is the engine Here are two Chevy bells , Monza/Vega cable clutch style I’m using and the typical V8 w/hyd. Here is the 5 spd. Took a V6 bell and cut the end off with plasma cutter Went to the table saw and trimmed off the shrapnel Milled the spacer flat Cleaned up the edges and bolted it up, the bonus here is the spacer provides room for the cable clutch adj. from the 79 Monza bell housing which was hitting before. The next step is to space the bearing retainer snout out ½” with some ½” aluminum I have to buy. Then cut the ½” off the retainer and add an astrovan clutch I’m good to go. I will post pics when I get some aluminum ...
Got the indexing ring done I faced off the bearing retainer so it was flat Then I cut a ring out of ½“ aluminum, and then transfer punched the holes ....I mounted it to the bearing retainer and cut the diameter to the same size. When I got the proper fit I used some hose clamps to line it all up and bolted the spacer ring and retainer down Here it is mounted in the bell housing .....should work good... note that i didn't have to cut the retainer down (shorten)
'83-'87 Camaro V8 used a NWC T5 with the "traditional" mounting pattern and input shaft dimensions. Couldn't you have used that with the SBC bellhousing? Bob
I have some concern over your hose-clamp centering method. If it were me, I'd have made the ring out of steel instead of aluminum and welded it to the bearing retainer. If there is any slop in your bolt holes (implied by the fact you used clamps to center it), the first time you put power through the trans, it will move off center. A lot? I don't know. But bellhousing alignment is in the single thousandths (<.005") precision...you may eat input bearings, have difficult shifts, or eat pilot bearings (including excessive wear on the pilot tip) - or all of the above. Yes. It's the trans I would've used from the get-go...although I'm lost as to why not use a WC from a V8 Camaro...
thanks for your concern ...the hose clamps are there to help align the snout .the adapter actually indexes the spacer with the retainer and is long enough to index the bellhousing as well.bolt holes are not involved a WC camaro trans has got some angles built into it ,is not affordable and there is no need behind a four banger...so sorry your lost
Iron Duke? If what you are calling an "Iron Duke" is the GM 2.5 4cyl ... they can be found in early eighties S10's with a NWC T5 installed from the factory (rear wheel drive). And yes, the early Camaro/Firebird V8 T5 was definitely NWC. (I did the NWC Camaro/Firebird V8 trans with the S10 tailshaft housing conversion using a NWC S10 T5 from a 2.5 4 cyl). I just googled "Iron Duke" and we are apparently talking about the same engines. The 2.5/151 could definitely be had from the factory, rear wheel drive, with a NWC T5 ... so, why wouldn't you just use the bellhousing from one of the GM vehicles so equipped? You state that NWC trans were not available in GM V8 configuration ... that just isn't so. Add me to the list of those that are not quite understanding you.
Maybe you missed my earlier post S10's could be had with the 2.5/151 engine and T5 NWC trans (two wheel drive/rear drive). Wouldn't life be a lot easier if you just used the trans/bellhousing/clutch etc from one of those? No need for shims/spacers/hose clamps etc.
I used my cutoff wheel to cut the splines furthar...just enough for the clutch disk to slide back furthar.....
the later iron dukes are not as strong as the first series and the bolt apttern is different. this one has cross flow head, sbc BP,cable clutch(clearence issues) ,carb, and better block.besides its what i had ....same with the trans. where do i say that there is no nwc in a V8 available? can't seem to find it .
and it cost 10 bucks for the materials....why the **** do i have to defend myself or my methods....if you are doing this swap then this info is helpfull and works....the astro van clctch i'm useing has a large deep hub ...i would have had to gring at least 1/4" into every spline ....real simple
the s10 2.5 is the same as the front wheel drive 2.5s....weaker and less chance to hop up...this is a different engine
Sorry bud ... your original post made me think you needed help attaching a 151 to a NWC T5. It appeared to me that you were having trouble finding a bellhousing that would work. I was just suggesting the easiest solution ... seeing as GM already has a bellhousing made specifically for that purpose. Good luck
they are a different bolt pattern...this 2.5 has a SBC bolt pattern not the s10 pattern. unless you use camaro w/fuct angles there is not a factory bell that will work...get it?
I wish I had the machine tools as you have....I was just saying how I did mine..i have to admit I was lost at first.....we both arrived with the same results.....
My understanding is the earlier 2.5 with the SBC bolt pattern is the preferred motor also. (Am saving one to use with a Pontiac Super Duty head.) Looks like your transmission solution worked out fine. Sometimes there are lots of ways to skin a cat.
i'm sure i could have ground the splines and took some off the hub aswell. there would have been enough "meat" so the clutch while disengaged would have been fine esp. with the 4 banger....the method i chose didn't require me to modify moving parts.thanks
The Jalopy Journal
