Jack-
Thanks for taking the time to share your knowledge. This is extremely
helpful!
Smokey
'50 3600 5-window
-----Original Message-----
From: jack halton <safesix@worldnet.att.net>
To: Charles Culver <sculver@iwl.net>
Cc: oletrucks@autox.team.net <oletrucks@autox.team.net>
Date: Thursday, June 24, 1999 7:56 PM
Subject: Re: [oletrucks] S-10 5-speeds
>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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