Ok... a new "wild hair"
on marketplace this morning and seen a BW T5 5 speed cheap, its a Ford application but it got me looking.
Thinking about picking up a Chevy BW T5 and slowly accumulating what's need to put in my 70 to replace the 4 speed.
Just playing with the thought right now but appears they are out there, my nephew who works for GM has a good trans builder and would have him go through it.
they can be found fairly cheap, I am not a hot rodder and more of a cruiser but assuming I am looking for a 80s- early 90s camaro V8 5 speed.

If I see the right one pop up im thinking of grabbing it and slowly getting together what's needed to put in my car... thoughts from guys who've done this install.

I am fully aware of the TKX kits... thats not what im asking about.

 

I've considered a T5 but I'm not sure how much of my abuse one would take, based on the rating of the transmission, not personal experience.
All of my T5 experience comes from Jeep CJ7's.

Jeep used a Ford version, I assume the Chevy and Ford versions have different bolt patterns.

The T5 is similar to the T4 used in Jeeps, which was placed behind the GM Iron Duke 4 cyl.
If you can find that bellhousing it will mate a Chevy engine to a Ford transmission, should you decided to use a Mustang trans.
There are also aftermarket conversions for people dropping SBC's into Jeeps, that will mate the Ford pattern T5 trans to a SBC.

All of the Ford T5's I've seen have a 1 1/16" input shaft, vs the Chevy 4 speed input shaft of 1 1/8".
I don't know what the Chevy T5 input shaft is.

I only mention the Ford T5's to give you more options for finding a trans., I see them occasionally, I haven't seen a Chevy version.

 

Good morning and thanks for responding, ive been reading as many old threads as I can find... it appears finding the chevy version is definitely an easier path though the mustang version can be adapted.
I have found a number of Chevy camaro V8 T5s, a few with bellhousings but there are bellhousings out there as well.
Just beginning the research trying to get an understanding of what I would be needed to do the conversion beyond driveshaft shortening.

once I get a grasp of the job and what's needed I can pull the trigger on picking one of these up... thanks again.

 

I was hoping there'd be more responses by now, like I said I've considered the T5 for my car.

So the Camaro T5 requires a different bellhousing than a 4 speed?
Is it a hydraulic clutch?

Does your research say anything about input shaft diameter?

I just installed a new clutch (1 1/8", 10 spline) and bellhousing when I converted my car to a manual, I'd like to find a trans that used it.

 

All good questions, im looking forward to finding out as well... and should I be pursuing hydraulic clutch or stick with what I have

No info on input shaft but I read allot about the Ford input shaft won't work so that just makes me assume the Chevy will... but still unsure.

I plan to get together what's needed over the summer and tackle the job when the Az weather cools down... I did the same a few years ago with a 2004r install in an 80 I had.
thank you again

 

I looked into this a few years ago, and chose the TKX path instead.

Here's what Grok has to say, which matches what I recall from my previous (undocumented) research. Double check all part numbers, and sources, of course. Given your limited range of T5s, it seems you've already figured out that you need a World Class (WC) version. It even gives some solutions for the Ford-sourced T5s, which I didn't look into at the time.

IIRC, you could save hundreds of dollars by doing this, and using a "road-tested" transmission, vs. a new TKX kit.

 

Thanks Bikespace... ive been reading older threads from a few forums all morning on this... I am reading that the chevy (camaro V8) version will bolt directly to my bellhousing without issue, however... you are correct about SST and AP having full and partial kits... been reading some good stuff from Gary with AP so im going to reach out to both of them to be better informed with my direction.
should be a fun challenge for me. Thanks again

 

Stay away from the Ford T5. The 3.35 1st gear will drive you crazy. There is too big of drop between 1st and 2nd gear. They do make an aftermarket Ford T5 with a 2.95 1st gear that would be perfect. I don't know what the gear ratios are for the GM T5's. I think they were also available in S10 trucks.

 

thank you... im definitely leaning towards the camaro over mustang for ease of install unless told otherwise from SST and AP.
I've seen many S10 T5s but they look completely different than the camaro... biggest difference is shifter is much further forward on the transmission

 

I obtained a GM WC T5 for an early 90's camaro. It came with a bellhousing, but they are relatively easy to find at serveral places, for instance ebay.

The forum has plenty of very good topics on the T5 and similar swaps:

A few of the threads I bookmarked:
https://www.corvetteforum.com/forums...sion-swop.html
https://www.corvetteforum.com/forums...-part-2-a.html
https://www.corvetteforum.com/forums...on-thread.html

 

perfect and thank you, ive reached out to both SST and AP... havent heard back yet but hoping to

 

I forgot about the shifter location on the S10 transmission. I do know the Camaro T5 is tilted a couple of degrees to the drivers side so the shifter will line up.( if you use the Camaro bell housing )

 

Yep im reading about that... thats the stuff I want to know, if I use my bellhousing will the input shaft be in the right place length wise... thats if i dont need to buy a different input shaft or shifter in right place or do I need to use the camaro T5 bellhousing. Thank you

 

Very interested what you find here since I did extensively research the same many years ago with the Camaro WC T5 with the steepest overdrive and watching the first gear ratios with the WC T5.

To me the new aftermarket kits are outrageously expensive and have been for over 20 years which prompted the look at the V8 Camaro T5's. I ultimately gave up on the conversion since I don't drive the car enough for it to matter to me with the current SuperT10 4 speed and there were just too many variables/modifications (to me) to make the T5 work in a C3, but your results may differ.

I will add if you intend to drive the car modestly there should be no issues with the strength of the V8 T5's as long as you don't drop the clutch from 3,500 RPM doing standing starts and you roll into the throttle which, even, I do with my rebuilt/upgraded 355 L-82 with the SuperT10 4 speed, not rated or built for the current gross HP the motor has today. All is well 12 years into the rebuild.

 

I had a T5 behind a modest small block in my S10 many years ago. Only blew it up once, and wasn't driving it all that hard. If you're determined to do a T5, make sure you get the World Class version. Apparently it has a much better chance of surviving. And I will echo Crimson Thunder's comment. Pay close attention to the first gear ratio. My S10 had a really deep first gear - something in the 3.7X range and it was virtually useless, especially with 3.70 rear gears. Much too deep.
I think you are making the 5 speed swap unnecessarily complex, but if you are looking at this as a challenge, than I guess that's OK.
I installed a TKO to replace my automatic many years ago. It is a very smooth swap, even more so if you are starting with a 4-speed. All the challenges have been worked out, and you're not reinventing the wheel. That's what I would recommend.
Best of luck either way.

 

Ok to anyone still reading who can enlighten me hopefully with some experience.
I reached out to American Powertrain... they wont even talk to me unless im buying a 5 speed from them... won't sell any install components as well...
then called Silver Sport and quite helpful but only deal with Ford T5 installs in the C3... and will sell me the entire kit less trans but it ain't cheap.

So trying to understand why only deal with a Ford T5 install... wouldn't some of those components still work with a GM T5 install and not require some of it... is he just trying to sell me more parts?

So here are my questions to anyone who may know...
1. I have a 70 L46 4speed car, I am reading I could have 10 spline or 26 spline as thats the transition year... is there a way to tell without disassembly?

2. If I have the 26 spline can I simply use my clutch assembly with the T5 as it is also 26 spline?

3. Are the GM and Ford T5 the same outer casings meaning would the same mount work for either or are they specific?

4.They have an electronic speedo to mechanical speedo kit, would it be the same Ford or GM T5?

I am confused why he would just sell me what's needed to do the GM T5 install as it would eliminate the adapter plate needed...

I have read some threads leading me to believe I can simply use my bellhousing and mechaincal clutch assembly as long as both are 26 spline... am I mistaken?

The install all appears pretty straight forward and all documented by silver sport for the Ford T5 install, just seems like more parts and work needed vs the GM T5
and I am only looking at WC T5s and most of the GM first gear ratios are 276 or 295

 

1. I'm 99% sure you have a 10 spline 4 speed unless you have a very late car.
2.and 3. Don't know
4. The Fox Body Ford T-5 had a mechanical speedo.

 

thanks Crimson... im pretty sure I do as well, I will likely need to replace the clutch kit through this process either way.
and I also see the Ford 5 speed didn't go to electeonic speedo till 94, most the WC GM T5s im finding are electronice but I can change the tail housing cheap and easy enough.

I can't get clarity on GM T5 trans mount with my car, shifter relocation and is it just as simple as changing clutch kit to 26 spline for the GM T5 to bolt up to my bellhousing without other mods for clutch function

I can use the 83 bellhousing with the tilt to get the shifter very close to position but prefer just modify a shifter.
the Ford T5 install comes with everything I need but the Ford T5s have a 3.35 first gear and too short with my 3.70 rear... the GM has the 2.95 and would work much better.
thanks again