My understanding is that a positive ID can only be made from the barcode on
the tranny.
Jack
----- Original Message -----
From: Kevin & Deana Brown <MGTRAutoXr@sprintmail.com>
To: jack halton <safesix@worldnet.att.net>
Cc: Charles Culver <sculver@iwl.net>; <oletrucks@autox.team.net>
Sent: Friday, June 25, 1999 6:30 PM
Subject: Re: [oletrucks] S-10 5-speeds
> Jack,
>
> Thanks for posting the great information. You mention 3 different
overdrive
> ratios for the F-body T5s. Do you know of any way to tell which overdrive
the
> transmission has without trying to rotate the input shaft and counting
tailshaft
> revolutions (ie from the part number, serial number, etc.)
>
> Thanks!
>
> Kevin Brown
> Odessa, MO
>
> jack halton wrote:
>
> > 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
>
>
>
>
oletrucks is devoted to Chevy and GM trucks built between 1941 and 1959
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