Okay, here goes. Let me state at the beginning that I have not done a T5
conversion myself, but helped a good friend do one, and I have spoken to a
trusted source who has done several of these. I am also referring to an
article in the 12 Port News (Inliners International) which goes into great
detail on this swap. Included are charts listing ratios, model ID and axle
ratios by year. E-mail me privately for a copy of this back issue @ $4.50.
My friend started with two T5's - a V8 Camaro and an S10, and had a
tranny shop swap the S10 tail housing onto the Camaro T5. The reason for
this is to relocate the shifter to somewhere close to the original position.
The Camaro shifter is way back on the tailhousing, unacceptable for use in
an old truck. The main reason for using the Camaro T5 is the ratios. His S10
trans had a 4.03 first gear, too low for the 3.90 rear he planned to use.
Other applications like minivans and blazers used 3.50 and 3.76 first gears.
They also differ in the overdrive ratios, listings show .86, .72 and .73 in
the S10 series of T5's. The only way to be positive is to interpret the bar
code on the transmission - I do not have this information. Due to
differences in the mainshafts of the two transmissions, he ended up with no
speedometer drive. This can be avoided by selecting transmissions with the
speedo gear position in the same location on both trannies. Or, for about
$200 a machine shop can relocate the gear to the proper spot on the
mainshaft.
There are alledgedly earlier S10 5 speeds with a 1:1 to gear, and some with
lighter weight cases and these should not be considered. The S10 T5's to use
are the MW1, Ml2, MH3, and ML3. Expect to pay $300 - $500 for a decent
example.
The Camaro T5's (F-body actually, so Firebirds are included) is basically
the same transmission; in fact the 6-cylinder cars use the innards of the
S10 box including the 4.03 1st gear. But there are a variety of overdrive
ratios here too: .63, .73, and .76
the V8 T5's all have a 2.95 first gear and are intended for use with axle
ratios of 3.08 to 3.45 (and lots of V8 torque). Some of these T5's have a
mechanical speedo gear and some electronic. The 6 cylinder T5's have a
noticeably smaller (metric) clutch gear which limits the size of the clutch
which can be used. The V8 T5's use a 26 tooth input shaft - no problem there
but you need a matching clutch disc.
The F-body T5's are the MB1, M39, and MK6. Expect to pay a bit more than
above for one that hasn't been abused.
Any of the T5's will require some modification to the input shaft throwout
collar. It has to be shortened about 1-3/8". This requires removing some
spline mating surface on the clutch disc to prevent the disc from binding
when the trans is bolted up. Also the bolt holes where it attaches to the
truck bellhousing must be drilled out to 1/2". Basically what you are doing
with all this is getting the front mating surfaces of the tranny to look the
same as the one you are replacing.
Driveshaft will have to be changed out. You could get lucky and find one
that works as is, less so one that needs shortening, or at worst have a new
one built for about $200.
Clutch linkage may require some heating/bending or a different throwout arm.
I n summary, I don't think anything in the T5 line could be called a true
bolt-in, but the tasks mentioned are not all that difficult. The main thing
is careful planning and getting the right pieces to start with, otherwise
you could end up with something that isn't matched to the drivetrain of your
truck, though it will probably still be an improvement over the original
gearing.
Also worth mentioning is that swapping tailshafts and other internal work on
these transmissions is best left to the transmission professionals. They are
vastly different from the old Saginaw and Muncie designs where all you need
is a hammer and a pair
of snap ring pliers.
Hope this helps, anyone who can contribute to this thread, please do so. I
am looking for the right pieces to put together a 5-speed for my truck. I
love the Saginaw 4-spped and electric overdrive on it now, but who knows how
long parts will be available.
Jack / Winter Park FL
----- Original Message -----
From: Charles Culver <sculver@iwl.net>
To: jack halton <safesix@worldnet.att.net>
Cc: <oletrucks@autox.team.net>
Sent: Thursday, June 24, 1999 7:45 PM
Subject: Re: [oletrucks] S-10 5-speeds
> Jack-
>
> Sounds like you have some expertise in the field of upgrading
> transmissions/rear ends in old trucks. I would like to know what my
options
> are with a '50 3600 long bed, that has a '59 235 and a 4 speed, open drive
> shaft. Can I simply swap for a later more fuel efficient model without
> doing a lot of modification, and if so, which option would be best?
>
> Thanks in advance-
>
> Smokey
> '50 3600 5-window
>
> -----Original Message-----
> From: jack halton <safesix@worldnet.att.net>
> To: oletrucks <oletrucks@autox.team.net>
> Date: Wednesday, June 23, 1999 7:12 PM
> Subject: [oletrucks] S-10 5-speeds
>
>
> >Getting caught up on some threads, I noticed a caution on the S-10 5
speed
> >being inadequate for a 235 - not to worry. S-10's use the same T-5 for
all
> >the current 4 cyl and 6-cyl applications and the torque rating is very
> >conservative. I know of at least one truck with a warmed over 261 and an
> >S-10 5-speed that has endured over 100K miles. Consider that the 235
torque
> >was measured as a gross rating under optimum conditions and no
accessories
> >like fan, generator, mufflers etc. And the same transmission is used in
> >recent Jeeps behind a 4.0 inline six that puts out well over 200 ft/lbs
of
> >torque.
> >
> >If you're really worried about the durability of the S-10 5 speed though,
> >use a Camaro 5-speed with the S-10 tail housing to relocate the shifter.
> The
> >aforementioned Jeep tranny is a direct bolt-in too, even has the GM
spline.
> >But the shifter is a couple of inches to the rear of the S-10 location,
so
> >it may interfere with a bench seat.
> >
> >Jack / Winter Park FL
> >
> >oletrucks is devoted to Chevy and GM trucks built between 1941 and 1959
> >
> >
>
oletrucks is devoted to Chevy and GM trucks built between 1941 and 1959
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