T-5 Transmission to SBC ... How?

I currently have a Saginaw 4sp behind a small block chevy with a mechanical clutch and was wondering how I would go about putting a T-5 5sp tranny in its place (hopefully saving a little space)? This is probably trivial but I'm a noob.

Thanks a bunch,
Jason.

 

If you get a T-5 that was bolted to a Chev V8, if should bolt right up to your engine. I think that input shaft's were different on the 4 cyl and V6 engines.

 

I know the inputs on the 4 cyl are different and I think the 6 cyl inputs are different too but not sure. the 4 cyl model is not a world class model which is to say that the main and counter shafts run in bushings and not ball bearings as does the world class models. I believe the v-6 model is a world class version.

 

get one from a v8 firebird/camaro, you can convert to a s10 tailshaft to move the shifter forward, or use one from a 1/2 ton

 

As far as I know all the camaro t-5's have a 26 spline 1 1/8 shaft. The saginaw has a 10 spline input. Change out the clutch disc and bolt it in.

I just picked up t-5 from an 89 camaro at the Tucson swap meet last weekend. It came with the bellhousing, output yoke, throwout arm and slave cylinder for $60!


jerry

 

Jerry= the T5 Collector!

 

Is there a difference in input shafts as far as lengths?

 

Aren't these different in the pilot bearing area and are longer too?

 

You need to measure your input shafts. I've run into problems where the pilot shaft recess in the chevy crank wasn't deep enough and had to shave (grind) 3/8 inch off the end of the input shaft. I don't know which SBC cranks have this issue, but I've had this problem before. So you need to measure the clearances here.

Also, you need to make sure that your bearing retainer isn't too long. I've seen it where the retainer on the T5 is too long and interferes with the clutch disc. The remedy is to cut (hacksaw, lathe, cut-off wheel) about a half-inch off the end of the bearing retainer to gain proper clearance. Again, I'm not sure if this problem is limitted to a specific clutch discs...just know I had to deal with this. To be safe, make sure you check the clearances there.

The last thing I remember is having to reem the holes on the transmission to 1/2-inch. The T5s bolted to their stock bellhousing with metric bolts that are slightly smaller in dia to the 1/2 -inch bolt needed for the earlier bellhousing.

Oh yeah, the 4.3 tranny is the same as the S10 except for the shifter housing. They both have 10 spline input shafts. The V8 T5's output shaft is the same as the 4.3 except for they are 26 spline.

 

I think that you are right. I was talking about the 2.8 V6 and 4 cyl T-5 differences.

 

It seems that the 4.3 v6 s-10 trans is the popular t5 trans to use. Is that because of the shifter location? I am wondering because for my application if the t5 camaro/firebird trans is the same as the 4.3 S10 as far as input shaft etc the shifter location being further back would actually be an advantage.

 

I seem to remeber being told that V-8 T-5 input bearing housings are steel as opposed to aluminum on others. So another reason why V-8 T-5s would be more desireable right?

 

I think that the Camaro/Firebird shifter is not on-center too, it's off to the left of the transmission centerline. Can anybody confirm?

 

The camaro T-5 shifter is on the centerlline of the trans. The bellhousing is tilted to the right about 15 deg. making it look like the shiter is offset. The trans will bolt up to a standard bellhousing though.


jerry

 

Or i've got an '82-'83 T5 mechanical throw out b/h with the tilt

 

I bought a T5 for my newest project. It is supposed to be out of a V6 S10 but I am not so sure. Does anyone know how to decipher the codes on the casing?
I counted 15 (approx) splines on the shaft that inserts into the crank.
Here are the codes off the case: 13-51-097-90 and another: WG13-52-145

I know the 13-52 means its a T5. Found that on the internet.

There was also one other tag that reads: 61 GCM U

Anyone know what I have here?

 

Hi
Do a search on yahoo or google, there is lots of information on this swap.

 

Damn Jerry, wouldja take $70?!

 

stay away from 14 spline input shafts those are the 2.8 versions. and use a goofy clutch and cant take any power.

 

Hehehehehehehehe.


No.


jerry

 

My info says it's an '85 / '86 S10...2.5 L4 / 2.8 V6

 

I figured it was. Back to the drawing board.................and the hunt for a V8 T5!

 

My buddy wants to swap out his 3spd behind a 265 smallblock....Will the T-5 bolt up to this bellhousing?

 

yes, the gm pattern will, but the splines won't match and there may be some trimming required on the collar and input. My 53 fork and a early v8 throwout bearing fit right on the t5 collar with a little cut off. I run a 235, so its a different setup, but stock parts are used.

 

Which bell housing do I need? Will any work? I read a post from Piper106 a while back that it was a '609' bell. I'm finding 621s for rear motor mounting, will that work?

 

Anybody ever figure out what bell housing they are running on the V8?

Also, what about the 235? I'm thinking about putting one of these in my 54 Chevy 4 door. I'm going with the smaller I4/2.8L 5 speed because this car doesn't make a ton of power!

 

I'm using a 60's-70's aluminum stock chevy style bellhousing with a camaro t-5.


jerry

 

Any bellhousing. Be aware that the 4 banger T5's have a FORD front bellhousing pattern. You need one from a 2.8v6 to bol t to the chevy bell.

Also if you are using the 1" input shaft with 14 splines, you can get a heavy duty clutch in 11". Its from an astrovan.

 

To all T-5 potential converters. Go to Stovebolt.com to the engine and driveline forum and do a search for T-5, all will be answered there and also inliners page has good page in the Tech section dedicated to the T-5. Been there more times than I would try to count.

Putting a T-5 from a 4- 6 cyl. s-10 behind a small block Chevy is asking trouble. Because we all know that you won't be gentle with it, yea riiiiight. Camero transmissions are world class, S-10's are non World class. Difference is the bearing and the gear ratio spacing.
Camero's are closer and more performance, S-10's are to get the most power from low horse motor. Great behind a 235 or 250.

if you need the shifter location closer to the dash, similar to early transmissions, the tail shaft housings are interchangable, but you will have to change the location of the shaft mounted speedo gear, they are located about an inch apart. Some shafts have both bosses for either location some don't. The conversion is Tech'ed out on inliners and stovebolt. Also, watch what type of speedo conection you have. If you want to use your stock mech. speedo you need to find one with a mechanical hook up. I believe that after 89 all T-5's had electronic speedo hook ups. Converters are available but are quite pricey, around $150 to $275. Hope this helps. Check out the pages and posts on Stovebolt and inliners.

I am putting a 85-86 s-10, mechanical speedo trans behind my 56 235 in my 54 Truck. Input spline is 14 out put spline is 26.

 

I have a t-5 from a 1985 v8 camaro in my 1955 chevy. It bolted in where my m-22 was. I used the same clutch linkage and throw out bearing. The shifter and transmisson mount are both off about 15 degrees from the muncie. I took the shifter apart and put it together backwards and it worked fine. Since I still use front motor mounts and my blow sheild mounts to the frame, the fact that the trans mount was on an angle made no difference. You also have to drill out the bolt holes in the transmission. I have run this trans behind a blown small block chevy for 10yrs with out a problem. I also used clutch disc from the camaro . Carlg