hi all, well i was lookin for parts for my 63 c10 and came upon a local guy who has a 79 305 mated to an 82 T5 from a camaro. i dont believe it is the world cl*** version but i have read that the camaro version's input shaft length will allow me to bolt it to my chevy 216/235 with no adapter and can use all my stock bits with the addition of an astro van plate. i believe this T5 is also a mechanical speedo. i also found a T5 from a 93 s10 for similar cost that i believe IS a WC trans, but has an electronic speedo. i want to keep this as bolt in as possible (i understand it prob wont be 100% bo9ltin of course). i have no problem getting the adapter from Buffalo enterprises if need be and i already locate an s10 rear axle to go open driveline. i have REALLY tried to get this answer on my own through reading over and over for 3 days on here and chevytalk.com but i am just way confused. which of the 2 transmission options is the way to go in a 48 fleetmaster 2 door sedan. im not worried about blowing up the trans as i will only have the 216/235 behind it. my biggest concern is where the shifter will sit in relation to the bench seat. my bench is not original and could stand to be mounted 6 inches back anyway. ANY input is appreciated as i want to make the right purchase and get started. so to sum: 82 T5 Camaro non world cl*** or 93 s10 world cl***? what is easier bolt in behind a 216/235? same price for either. thanks all
The S10 is gonna have the shifter posistion that will work best for you, but that one is a bit new ('93) and it will have a electronic speedo. The earlier S10s Up to about '87 or so had the mechanical speedo plug. Either way, go S10 because of the shifter posistion.
A camaro V8 box will bolt to your existing bellhousing with NO mods at all...you will have to buy a new clutch plate (fine spline), but everything else (pressure plate, clutch fork, throwout bearing, bell housing, pilot bearing) will work just fine. The ULTIMATE bolt is swap would be bolting an 87 or earlier S10 tailshaft to a V8 Camaro box. You will get the best gear ratios, a stronger gear set, a perfect shifter location, and a mechanical speedo. Search here, it's easy to do, and there's a ton of info on it. I just bolted in the T5 to my '53 Chevy 3100 yesterday, so I'm doing the same swap as we speak. I don't know about the drive shaft, but having one shortened is not that much, maybe $125. PM if you need any more info. Chris
thanks louvers - how much further forward does the camaro version put the shifter? ar there ways to put the shifter back closer to the dash on that trans? i ask because in additon to the trans the guy has a bunch of parts that i could use on the c10 if i take the whole shooting match. not a huge deal i can always find the more desired years of the S10. i dont want to have to swap my seat out but i was planning on moving it back anyway - someone put it way too far forward. but if i am going to spend 2xs as much to adjust the shifter then it isnt worth it. the situation is this: a running 305 with edlebrock carb/intake, new alternator, T5 mated to it, extra bellhousings, etc for 600. i dont need the 305 but i was thinking i could use all the belts and pulleys and pump to sort my power steering issue on my 63 c10 283 that i just converted over using 79 c10 parts. the last thing on the truck to sort is the power steering pump and brackets and this guys 305 has everything.
My modified, has a '54 235, a '57 pickup bell housing, and a '91 S-10 T-5 trans. Everything bolted up, had to grind about an 1/8th off the input shaft to be certain it didn't bottom out on the crankshaft. Also, there wasn't enough room on the splines to let the disc move back away from the flywheel. Check it, if it's a problem, put the disc in a lath and relieve the splines a bit for clearance. No cable speedo, so I got an electric one from Cl***ic Instruments, works great.
The S10 trans moves the shifter forward, closer to the firewall, that's why it works best in an old car application. The Camaro has it's shifter way back on the tailshaft and it would in your car come up through the floor under the front seat. As mentioned above, you can combine the two of them to get the W/C Camaro's stronger gear set, and the S10's shifter location, but behind a stock 216 or 235 that's the last thing you need to be concerned with. a standard S10 trans will do you fine. And HVSpeed above has the right idea as far as bell housing and such are concerned.
Back to square one here. What vehicle and what engine are you working with. As Voodoo mentioned you may have to change the bellhhousing if you don't have the later bolt pattern on the bellhousing for the trans to bolt to. The correct ones aren't hard to find nor should they be very expensive.
'93-up S10 uses the Ford bolt pattern, although some early '93 ones did use the standard Chevy pattern. 216/235 bellhousing: '48-59 truck and '55-62 car will have the correct bolt pattern. I would use the Camaro one if the shifter location isn't a problem. Is the Camaro box 14 or 26 splines? what is your disc size on the L6? If the shifter location is a problem, then use the '93 S10 IF it has the Chevy bolt pattern. You will have to buy a $350 converter box if you want to use it with the cable driven speedo though. Otherwise, if you want a T5 with the forward shifter, cable driven speedo and standard Chevy bolt pattern, you need to look for a '83-89 vintage S10. Look at it before buying as not all were cable drive.
thanks for all the help as always. i was talking with a buddy who is working on an old MG and he asked a question that got me thinking. he said "why do you need a mechanical speedo if you are also changing the trans, the rear end ratio, and the wheel size? Why not just use either a GPS speedo or a phone app?". Of course i know this wont be reflected in the actual miles on the car but it would solve the issue of finding a mechanical speedo. I sourced a good t5 electric speedo from a later 80s/early 90s for 250 at the mansfield swap last week (i didnt buy it but i talked with the seller yesterday and he still had it). its complete with shifter etc. i also just got off the phone with a guy who has a 71 c10 ch***is complete with disks in front, driveshaft and rear axle, plus a 250 6 cyl and the 4 speed trans. forgot i also have a few chevy v8 bellhousings. i have a 79 c10 axle i was going to use in my 63 to get the 5 lugs and a better gear ratio but someone said if i could find a 71/72 i can literally bolt that and not need to pay for welding the spring pads onto my 79. so in addition to solving my rear axle issue on the 63, i could use the 250 (maybe) in the car with thr t5 setup and not need the 57 bellhousing and get a better engine. maybe even just use the 4 speed trans? but id still like the t5. i can use the driveshaft from the truck (get it shortened) in the car, and sell off the front disks to someone looking to do the drm to disk conversion. after selling off my rear axle and the panhard bar kit i got for the 79 id prob be close to even. is this yet another *****ic plan of mine? i was just looking for the axle and he said he has the rest of the drivetrain. i have no idea what shape the 250 is in tho.
V-6 T-5 and S-10 up to 1993 T-5 have a longer input shaft and require a spacer.The V-8 Camaro should bolt on if you already had a standard trans in it. http://vintagemetalworks.blogspot.com/p/t-5-to-235261-adapter-plate.html This fella sells adapters to bolt to the bellhousing if you use a V-6 or S-10 T-5
http://hamiltonintakes.com/products/s10-t-5-swap-adapter Here's another option with good info, but a lot more money. The fella at Vintage is making me a T-5 to T-90 spacer for a V-6 Camaro T-5 behind and Oldsmobile or Buick 215.
From that website- EDIT- That didn't work. It didn't put the years. Read this- http://hamiltonintakes.com/products/s10-t-5-swap-adapter/borg-warner-t-5-information Chevy S10 1992 T-5 14 spline input shaft Long input shaft (Requires Hamilton S10T-5 to use with a V8) Chevy bell housing Electronic speedometer (Convertible to mechanical) Chevy S10 1983-1991 T-5 14 spline input shaft Long input shaft (Requires Hamilton S10T-5 to use with a V8) Chevy bell housing Mechanical speedometer Chevy Camaro V8 T-5 26 spline input shaft Same shaft length as standard Chevy V8 Chevy bell housing Chevy Camaro V6 T-5 14 spline Long input shaft (Requires Hamilton S10T-5 to use with a V8) Chevy bell housing Ford Mustang V8 1983-89 T-5 Non-World Cl*** 3.35 first gear .73 Overdrive Non-tapered roller bearing on input shaft Aluminum throw out bearing retainer Ford bell housing Ford Mustang V8 1990-93 T-5 World Cl*** 2.95 first gear .73 Overdrive Tapered roller bearing on input shaft Steel throw out bearing retainer Ford bell housing Ford Mustang V8 1994-95 T-5 World Cl*** 3.15 first gear .73 Overdrive Tapered roller bearing on input shaft Steel throw out bearing retainer Ford bell housing 7/8 longer input Ford Mustang 4cyl Turbo T-5 Smaller pilot bushing diameter .86 Overdrive Lower first gear Ford bell housing
In the beginning, there was no WC/NWC as all transmissions were NWC. The WC designation began in 85 with Ford using it in the 5.0 Mustang first. F-Body (Camaro/Firebird) began using WC units in 88. The S10 didnt use WC until 93. The differences between WC & NWC are principally in the bearings & synchros. Externally, there is one readily identifiable difference between WC & NWC (without having to know input sizes & spline counts) and thats the front countershaft bearing retainer. The NWC has a one-piece design that looks like a large welch/freeze plug while the WC has a two-piece design that looks like two concentric circles.
ALL S10 T5's are the longer 7 1/8" input. ALL '93-up S10 T5's are WC and have 26 splines. All but some of the early '93's have the Ford bolt pattern. Cases can be switched between WC and NWC. The longer input versions can be made to work in place of an earlier standard length input trans without using those adapter plates. You just need to trim the input and bearing retainer, and put an 1/8" shim between the trans and bellhousing. Not difficult.... If you don't mind having a speedo that doesn't work, then you can certainly go with GPS, etc.... or switch to an electric speedo....
I didn't think the 4.3 came out in the S10 until the mid-90s, but I just checked and it came out in '88, so there ya go. I don't think it was used behind it in the S10...I'm pretty sure it was used behind the diesel
The 4.3 s10 got an NV3500. It shifts like a truck trans. I have a t5 behind my sbc chevy. It took some time to iron out the bugs. My best advice is to ***emble all the parts you think you are going to need and just start bolting them together. As for the bearing retainer on the t5 cut off 3" or so. You only need enough to keep the bearing on the trans. I also had to trim the 1/8" off the input shaft. and modify the clutch plate. Here is my parts list: Stock flywheel 87 astro van clutch disc 70 camaro pressure plate(diaphram style) howe hydraulic throwout bearing, 3/4" willwood master cylinder.
I will second this. I pulled a T5 from a S10 at a Pick N Pull over Memorial Day weekend when they were having their 1/2 off sale. The truck was stripped to where I couldn't find a date but the pattern "looked" like the Muncie pattern to me. When I got home I looked up the metal tag number 1352-221 and it showed to be a 1993 World Cl***. I thought **** because everywhere I read, 93 and up in S10's are World Cl*** with a "Ford Bolt Pattern". So maybe I got lucky and found what may be an ideal transmission to adapt into my 52 Chevy, a mid shift WC with the Muncie bolt pattern, though it does have an electric speedo.
Im trying install a87 t5 out of a s10 into my 61 apache and its giving me fits, ive trimmed the input shaft to fit into the pilot bushing and trimmed the bearing retainer once. after install it would only go into gear with the trans slid out 1/16 off the bell houseing so i decided the bearing retainer was to long and cut it again now clutch wont disengage at all im confused on what to do next can anyone help?
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