[V8COOPMAN]

Originally Posted by waynet

Could any of you good people out there point me to the right thread or post for converting a'48 F1/M47 (8BA) pickup with 3 speed transmission to a T5 transmission. I understand that there are quite a few things to take into account for a conversion. Many thanks in advance.

waynet ..... You have asked a very broad question, but here's MY 'take' on the situation. Your pick-up obviously has an 8RT/8BA-type flathead in it, which should already be equipped with the cast iron "half-bell" transmission fixture. An added bonus is the fact that your pick-up already has an "OPEN" drive shaft, making T5 adaptation a snap.

The MOST-IMPORTANT hurdle when deciding to use a T5 is in the selection of WHICH T5 to use. You can gain a lot of different T5 knowledge by visiting Flat Ernie's site, but unfortunately, it has become a 'hodge-podge' of useful data, plus a bunch of incorrect info that has been added by others over the years. I can point you toward valuable, pertinent information on T5s if you will be specific about what you wish to know.

There are some "true scoop" things to know about T5s, and there are also a lot of 'myths' floating-around out there about these things. When a guy is wanting to put a T5 into an old Ford, the most-prevalent advice he is going to hear is to "get a T5 out of an S-10". Most folks that haven't done some research have no real comprehension as to "WHY" would someone want an "S-10 T5".

First of all, EVERYONE should understand that the original Borg-Warner T5 design is such that it is ridiculously easy to swap different parts from some T5s, with parts from other T5s of different application....to come-up with many hybrid versions of the same BASIC transmission to suit a particular purpose. The main reason that folks think about using the "S-10" T5 variant is because it's shifter is mounted several inches further forward of the shifter location found on MOST T5s. This allows the shifter to exit the floor further forward of seat locations (especially bench seats), and the forward shifter location is closer to the original shifter location in many old Fords.

ALL T5s have their shifters mounted in a fixture cast into the rear, tail shaft housing. The "S-10" T5 has a tail shaft housing which is different than most, in that it's shifter mounts at the extreme front of the housing, several inches forward of the shifter location on MOST T5s. What many folks fail to realize is that ALL T5 tail shaft housings will interchange with ALL T5 main cases. The only variable is that one must match WC (World Class) T5 parts with WC parts, and you must match NWC (Non World Class) T5 parts with NWC pieces. Other than that, it is desirable to swap an "S-10" tail shaft housing for a Mustang, or a Camaro tail shaft housing which have their shifters mounted toward the very rear of the tail shaft housing. The difference shown BELOW.




Mustang and Camaro T5 transmissions, especially those that have come out of V8-equipped cars, have the favorable "close ratio" gear sets for vehicles to be driven on the street. These gear sets are also the ones with the highest TORQUE RATINGS because of their favorable, lower (numerical) 1st gear ratios. In fact, the Camaros have (in MY opinion) the most-favorable 1st gear ratio of all at 2.95, vs the Mustang 1st gear ratio of 3.35 to 1.

What most folks don't realize is that there can be such a dramatic change in the characteristics of the way a vehicle performs by merely changing the internal gear ratios in a transmission. It's also true that most folks don't realize that "S-10" T5s usually have a 4.03 1st gear ratio, while SOME "S-10" T5s have a 3.76 1st gear ratio..........ALMOST just as bad! Those two 1st gear ratios (as designed for the performance of a wimpy 4-cylinder or weenie V6 in the original "S-10" pick-ups) are just about useless in a normal, every-day street-driven enthusiast vehicle with a flathead or a small Chevy type engine. Those 1st gear ratios are what you could define as "ultra-Granny"....virtually useless in a street-driven "enthusiast" vehicle. THE SOLUTION......obtain a Camaro or Mustang V8-type T5 with the GOOD, close ratio gear sets, and SWAP the tail shaft housing with one from an "S-10" with it's shifter location at the very front of the tail shaft housing. You will also have to swap the transmission LID with the short "S-10" shift rail from the same "S-10" trans. It is an absolute "BOLT-ON"! And now, you have a transmission that you will love from the first time you back out of the driveway. It has the close ratio gears, the highest torque rating, and the stick comes out of the floor in just about the perfect, ergonomic location. If you really plan things accordingly, you can use the proper parts (the POSSIBLE exchange of the "S-10" main shaft also to facilitate proper speedometer hook-up, NOT ALWAYS NECESSARY) for proper speedo application.

It should be noted that the Ford T5s have INPUT Shafts of varying lengths and spline counts, which must be considered for proper adapter application. The V8 Camaro T5s (my choice for several reasons) all have a 26-spline input shaft of a single length, which makes adapter selection much easier. The Camaro T5s also have the more-favorable (my opinion) gear ratios for gears 1-4. The OD ratio for the Camaro is .63.

If you decide to use a Camaro T5 (with the S-10 Tail Housing), this is the adapter package that you would need to adapt the T5 to your flathead block. You will also bolt this aluminum adapter to your existing, cast-iron HALF-Bell which is the piece you now have bolted DIRECTLY to your block.





You'll use the above aluminum adapter bolted to your existing cast-iron HALF BELL, seen below. You can use the clutch CROSS SHAFT and FORK from your existing transmission in the Aluminum adapter. Hope this has enlightened you somewhat. I'll try to answer any questions you may have. DD





Except for the fact that your 8BA/8RT is going to use the cast-iron half-bell seen ABOVE, the following thread should give you a very thorough idea of what your swap will entail. Click the link BELOW!


https://www.motortrend.com/how-to/ad...ford-flathead/









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