I had a 5 speed Colorado as a daily for years (AX15/AR5). Even if the transmission was stout, which I didn't know until reading this and the linked page, I wouldn't want it in a hot rod because of the gearing. I suppose a short throw shifter could improve the driving experience a little, but a close ratio T5 seems like a better choice IMO. I've also been looking for a more stout 5 speed, and at least from what I've seen, you gotta go to the aftermarket. I suppose if you found one of the AX15/AR5's in a wrecking yard for a couple hundred bucks, that's one thing, but don't expect to be banging gears in it lol.
As I continue to read this thread I'm amazed. I've been in the 5 speed business for almost 30 years. I have no idea how many T5 to Flathead conversions I've sold plus doing many kits for the T5 to SBC. Almost all of the T5 transmissions I've rebuilt or the customer has located have been from an 85-92 S 10 or GMC. My customers have had virtually no problems if they started with a good transmission. A lot of my customer doing the T5 conversion in a heavier fat fendered car actually like the lower first gear as it gets them off the line a little better. I've probably done a couple dozen S10 to SBC conversion and these to have been trouble free. Also done quite a few Camero T5's with both the stock shifter and S10 tail shaft. housing. The Camero T5 does not work as well in the T5/Flathead conversion as the length of the input shaft and bearing retainer are marginal. Maybe I've been lucky but I'm a confirmed S10 T5 fan.
I got my tail housing and rail from Allstate gear. https://www.allstategear.com/S10-Borg-Warner-T5-Mechanical-Extension-Housing-p/t5-7a.htm
Used the '60-'62 Chevy hydraulic bellhousing in two of my SBC hot rod builds with the T5. First one had Ansen hanging pedals and my current one used '40 Ford pedals I added an arm and master cylinder bracket to. Old pics, the shifter as well as a bunch of other crap is now different but it's bled and working.
T-5's with the 3:1 1st gear and GM bell housing mounts were only put in v8 Camaros/Firebirds in those late 80's - early 90's model years some were world class. Finding one will be tough. Finding one not beat to death and not needing rebuilding will be even tougher. You can find new Ford units, but no one is making / selling them with GM bell housing mounts. The S10 versions all have ~4:1 1st gear but the tail housing will swap easy enough. I would not waste any time trying to put one together for any SBC. When I could not piece together a T-5. I scrounged the web and salvage yards and found a NP440. 4sp with OD 4th (early to mid 80's GM pickups) had it in the car and ran for a while and would not do that again. If you are expecting M2# Muncie type performance with the SBC and wanting OD high gear. I feel the TKX is the only, best option. I have about 4k in my SBC so the cost of the TKX is reasonable money to me and my long term plan for the car. The TKX with the forward mounted shift tower put the shifter in perfect location, within an inch of the T-5 location. I have 500+ miles on my coupe with the TKX, it is great fun to drive and I pound on it like I would a M22 behind a big block. SST / Tremec is not paying me for my opinion. I did the hydraulic throw out bearing, no mechanical linkage and I would do that again also. I recently purchased a stablemate for my coupe and will be hard pressed to not put another TKX in it.
Years ago I found a Camaro T5 to put behind the 350 in my C10. I swapped the S10 tail shaft, used a hydraulic throw out bearing, Hurst shifter and VDO speedo with gps sender. It was all an easy bolt up with very few modifications. It’s been running strong for 10 years now. Absolutely no problems with the transmission. That being said, I’d probably go the TKX route if I had to do it again only because it’s getting pretty hard to find a good T5.
In my '56 Chevy I used a later Camaro WC unit with the Phord pattern, the input bearing retainer matched a steel scattershield hole so I just put new holes and welded screw plates into the inside for the Ford mounting pattern. I welded on a side plate so I could use the stock tri-five clutch stuff. Didn't want to overly complicate that portion. The F-body transmissions are mounted a bit rotated in the mullet-mobiles and I put it back to being straight at the bellhousing mount so I had to make an angled thingamajig for tranny insulator. It seems to be working fine. If I had put an S-10 tailshaft on the tranny it would have been straight and a non-issue. Inside the car fitment is okay with bucket seats, you can see the hole from a previous 4 speed installation. With an S10 tail shaft you should be able to use the stock bench seat.
Built several deuce chassis with Camero Trans and that goofy angled rear mount. After the first one they were easy.
5000+ miles with my right foot resting on a stock s10 t5. Not a super hot sbc, but I tend to be hard on things. Would recommend, it's been alot of fun.
Hey moderators can we get this out of traditional hot rods and in to general discussion or something? @Moriarity @Ryan
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