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Merc Crank

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Turtle Surgery

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Pilot Block

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'37 V8-60 Trans

[Randy in ca]

Test:

[Randy in ca]

Test:

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FRED A Brakes

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33 Clutch Link

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Charlie ny's Test Engine

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'39 Pedals

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1932 ONLY

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The "S-10" T5....What It Is ALL ABOUT!


For anyone that is NOT TIRED (yet) of hearing me preach about T5 transmissions out of an "S-10"....here goes, one more time!

T5 transmissions are what I would call MEDIUM-DUTY transmissions, originally built by Borg-Warner and eventually bought-out by TREMEC. They were available as original equipment in over thirty different vehicle platforms over the years, including foreign makes. They are reasonably compact in size, can handle reasonable amounts of torque when driven with a little bit of respect. Their torque ratings are based on the 1st gear ratios available. Those ratios with higher NUMERIC value (like a 4.03 1st gear ratio) will be rated to handle less torque than the trans with a 2.95 or 3.35 1st gear.

The T5 basic design was clever in that ANY T5 gear set was able to be assembled inside either of two basic gear cases, commonly referred-to as having either a "GM" bolt pattern, or a "Ford" bolt pattern where they bolt-up to a bellhousing. All top-side gear covers interchange with any main case. Both MAIN cases are 9-1/4" front to back, externally. All rear, extension or TAIL housings will physically bolt onto either main case. All T5 shifters are located in their respective TAIL housings, and were positioned at several different locations, FORE & AFT on the TAIL housing, as specified by the needs of a particular vehicle manufacturer. The majority of different T5 tail housings have the shifter fixture located somewhat rearward on the respective housings. But there was ONE vehicle manufacturer that had a requirement for that shifter location to be as far FORWARD on the tail housing as possible. That manufacturer was GM, and that particular requirement was for the Chevy S-10 & GMC Sonoma pick-up trucks.

These S-10 & SONOMA extension housings were built this way to move the shifter forward in the cab of the pick-up trucks so that the shifter didn't come up through the seat, for instance. Camaro and Mustang T5s have the shifter located toward the very rear of the extension housing, and would make swapping into most modified cars (including old Fords) uncomfortable to shift with the shifter being too far to the rear for comfort. Well early-on, guys realized this and started using Chevy S-10 T5 transmissions with their swaps behind flatheads, as well as Ford and Chevy engine swaps. But S-10s were fitted with wimpy 4-cylinders as well as anemic V6 engines. As such, the transmissions came with either 4.03 or 3.76 FIRST gear ratios. Off the bat, there goes the torque rating out the window, even for a flathead. Secondly, that low of a 1st gear ratio is essentially going to make your first gear seem like a "GRANNY" gear, essentially useless unless you're building a 'parade car'.

So, with the ability to swap a T5 tail housing (with forward shifter) onto your V8 Camaro transmission with a 2.95 FIRST gear, you get the absolute best of both worlds. The ONLY pieces which are REALISTICALLY worthy of using from an S-10 transmission is the tail housing, the shifter lid which contains the short, S-10 shift rod, as well as the S-10 main shaft. The S-10 MAIN shaft is completely swappable with a Camaro main shaft (both being NWC) so that the Camaro shaft does not need to be modified for the speedo drive gear to line-up correctly.

So, my suggestion is to take the time to swap the S-10 parts onto a NWC V8 Camaro trans for the ultimate package with no disappointments.

Coop/AMERICAN

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38 Wiring

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'32 4-Cylinder Anti-Chatter Rods