T5 Transmission Info Page
Click the title and read more about each topic.
This page contains information about GM versions of the popular Borg Warner T5 transmissions. Unfortunately, a lot of the T5 information on the internet is NOT reliable or accurate. So, what makes THIS T5 information reliable and accurate? Well, for one, I only post information about transmissions that I have personally owned. These are my photos. Plus, I will only quote information from referenced sources such as The GM Heritage Center.
This short video is very informative.
World Class and non-World Class versions of the T5 - How to tell them apart.
The Countershaft Bearing Cup: With the bell housing removed, look at the front of the T5 case. There is a distinct difference in the appearance of the countershaft bearing cup when you compare a non-WC and WC T5. See the photos below. Test your knowledge on the 3rd photo.
There are differences on the inside too. The non-WC have brass synchros. - Please see photos.
The inside of a non-WC and a WC T5 look very similar. However, if you see brass synchros, then you will immediately know that it's a non-WC.
Two types of bolt patterns on the T5 case - Chevy (GM) and Ford.
From the early 80s through about 1993, GM used a T5 with a Chevy bolt pattern case. After about 1993, GM cars and trucks still used a T5, but the T5 had a FORD pattern case. The photo below clearly shows the different bolt pattern. So, even though the T5 came out of a GM vehicle, it may have a Ford pattern case. Know which one it is BEFORE you buy.
Finding the Tag # - Which number to use.
The identification number for a T5 is usually only found in 2 locations. A metal tag can be found on the driver's side of the case and is held down by one of the tailhousing bolts. There is also a paper tag (sometimes covered with clear plastic) on the case cover. My 1983 T5 has an excellent example of each type.
Here's the plastic covered paper tag from the 1988 V8 Camaro T5 top cover.
The V8 version of a Non-World Class T5
This T5 has a NWC style countershaft gear bearing cup, brass synchros, 26 spline input shaft and a cable style speedometer output on the tail housing. See the slide show below.
The V8 version of a World Class T5
My T5 from a 1988 F body car with a 305ci V8 engine - According to the GM Heritage Center documents, all 1988 Camaros and Firebirds (F body cars) with the 350ci engine had an automatic transmission. I bought a 1988 Camaro T5, so according to GM, it was mated to the 305ci V8. The man I bought it from told me it came from a Camaro with a 305ci V8.
305ci Horsepower rating: In 1988, the 305ci was rated at 170 HP at 4000 rpms and 220HP at 4400rpms. The same year 350ci had 230HP at 4400rpms, which is only 10 HP more.
305ci Torque rating: The torque for the 305ci was 255 lb-ft at 2400rpms and 290 lb-ft at 3200 according to the GM Heritage Center documents.
So in 1988, GM felt that the World Class T5 could handle 290 lb-ft of torque and 220 horsepower.
305ci Horsepower rating: In 1988, the 305ci was rated at 170 HP at 4000 rpms and 220HP at 4400rpms. The same year 350ci had 230HP at 4400rpms, which is only 10 HP more.
305ci Torque rating: The torque for the 305ci was 255 lb-ft at 2400rpms and 290 lb-ft at 3200 according to the GM Heritage Center documents.
So in 1988, GM felt that the World Class T5 could handle 290 lb-ft of torque and 220 horsepower.
Here are some pics of my 1988 WC T5 pulled from a Camaro with a 305ci engine. It has a mechanical speedometer output which can hook up to a speedometer cable. The V8 F-body bell housing will bolt onto a Chevy small block engine or an L6 engine block. The 1988 V8 and V6 bell housings have the T5 case oriented with about 17 degrees of rotation towards the driver. You can see the rotation in the 2nd photo. The rotation is created by the bell housing, not the transmission itself. There is no rotation of the case if the T5 is mounted to a normal bell housing like the one on my 1965 C10 - see 5th photo.
In the next picture, and the one above, I swapped the original Camaro tailshaft housing for a 1989 S15 tailshaft housing and cover plate. I will talk about this modification later.
Here is a diagram of a T5 from a Chevy S10 truck It's also found in a GMC S15.
A WC T5 from an 1993 S10
The next 5 photos show a 1993 S10 T5 that I owned but later sold. It had 90K miles on it. It has a 14 spline input shaft. The tag # is 1352-232. The OD gear is 0.72 as confirmed using the method I describe below. Notice that the countershaft bearing cup is of the WC style. It has the electronic style speedo pickup as seen in the 5th photo. Notice the "ears" on the case where it bolts to the bell housing.
A V6 Version of a World Class T5
This WC T5 was reportedly pulled from a 1990 Firebird. It's probably from a 1988 F-body car originally. The tag reads 13-52-177 which codes out to be a 1988 F-body car with a 2.8 litre V6 engine (if you can believe the internet charts). It has a 14 spline input shaft. I checked the gearing before purchase and got around 4.0 for 1st gear and about 0.76 for 5th gear. Those numbers match up to the gearing typically used in a V6 F-body car T5.
The Chevy Astro and GMC Safari Van T5
A Chevy truck friend recently bought a fresh NWC Chevy Astro Van T5. It had the Astro Van tail housing swapped out for an S10 tail housing. He sent me some nice pics. Measurements are identical to my NWC S10 T5 except the input shaft is shorter. The Astro Van input shaft is 6.5" (maybe 6 and 9/16") while my S10 input shaft is about 7.25". Therefore, the Astro Van T5 should NOT need an adapter plate and it should bolt right onto his 1965 factory bell housing.
A Chevy truck friend recently bought a fresh NWC Chevy Astro Van T5. It had the Astro Van tail housing swapped out for an S10 tail housing. He sent me some nice pics. Measurements are identical to my NWC S10 T5 except the input shaft is shorter. The Astro Van input shaft is 6.5" (maybe 6 and 9/16") while my S10 input shaft is about 7.25". Therefore, the Astro Van T5 should NOT need an adapter plate and it should bolt right onto his 1965 factory bell housing.
1989 GMC Safari Van NWC T5
I removed this from the van myself. This version of the T5 is not common and I was lucky to find it. The tag and sticker match 13-52-190. It has a 6.5" long 14 spline input shaft like the example above and like the V8 Camaro T5 it does NOT need an adapter plate if used with a standard V8 bell housing. Notice how the shifter is offset for special use in the van application. The offset shifter mechanism can be removed and an S10 or Camaro shifter mounted onto the tail housing in the usual place. Notice also how the shifter box is about 2.25" further back than an S10 tail housing shifter box. Scroll through the slide show below.
I removed this from the van myself. This version of the T5 is not common and I was lucky to find it. The tag and sticker match 13-52-190. It has a 6.5" long 14 spline input shaft like the example above and like the V8 Camaro T5 it does NOT need an adapter plate if used with a standard V8 bell housing. Notice how the shifter is offset for special use in the van application. The offset shifter mechanism can be removed and an S10 or Camaro shifter mounted onto the tail housing in the usual place. Notice also how the shifter box is about 2.25" further back than an S10 tail housing shifter box. Scroll through the slide show below.
What gear ratio is best for me?
Several factors need to be considered when selecting a T5 transmission. First gear should allow the engine to get the vehicle moving quickly and powerfully without needing to shift too quickly. Fifth gear should allow comfortable RPMs at highway cruising speeds and yet not bog the engine on hills.
In general, a V8 engine will have plenty of power to move most vehicles as long as the gearing is not too radical. However, a 4 or 6 cylinder engine might struggle in some situations if the gearing is wrong. Most engines have good power, adequate torque and get decent gas mileage in the 2100 to 2500 RPM range.
No matter what engine you have, the engine RPMs will be determined by 4 things - the speed, the transmission gear, the tire diameter, and the rear differential gear. There are websites that will determine the engine RPMs for you if you enter the speed, transmission gear, and the rear differential gear.
Here are some tables showing some different combinations and the results I've calculated.
In general, a V8 engine will have plenty of power to move most vehicles as long as the gearing is not too radical. However, a 4 or 6 cylinder engine might struggle in some situations if the gearing is wrong. Most engines have good power, adequate torque and get decent gas mileage in the 2100 to 2500 RPM range.
No matter what engine you have, the engine RPMs will be determined by 4 things - the speed, the transmission gear, the tire diameter, and the rear differential gear. There are websites that will determine the engine RPMs for you if you enter the speed, transmission gear, and the rear differential gear.
Here are some tables showing some different combinations and the results I've calculated.
For a tire diameter of 29" and a rear differential of 3.73 you will get these results. You can see in this chart that a 3.73 rear differential coupled with a 0.73 OD gear is a nice combination for a 29" diameter tire. The RPMs for a final gear of 1.0 (no overdrive) are also listed for comparison.
OD gear
0.63 0.73 0.76 0.86 1.0 = no overdrive |
60 MPH
1634 RPMs 1893 RPMs 1971 RPMs 2230 RPMs 2593 RPMs |
65 MPH
1770 RPMs 2051 RPMs 2135 RPMs 2416 RPMs 2809 RPMs |
70 MPH
1906 RPMs 2208 RPMs 2299 RPMs 2602 RPMs 3025 RPMs |
For a tire diameter of 29" and a rear differential of 3.42 you will get these results. You can see below that the 3.42 rear differential coupled with a 0.86 OD gear is a nice combination for a 29" TIRE.
OD gear
0.63 0.73 0.76 0.86 1.0 = no overdrive |
60 MPH
1498 RPMs 1736 RPMs 1807 RPMs 2045 RPMs 2377 RPMs |
65 MPH
1623 RPMs 1880 RPMs 1957 RPMs 2215 RPMs 2576 RPMs |
70 MPH
1747 RPMs 2025 RPMs 2108 RPMs 2385 RPMs 2774 RPMs |
But what 1st gear combination is good? Well, if you can believe the internet charts, GM used a T5 with a 3.50 or 3.78 or 4.03 1st gear in all of their 4 and 6 cylinder cars and trucks from the mid 80's to the late 90's. The 2.95 1st gear was only coupled with a V8 engine. From that info, you might conclude that a 2.95 1st gear would not work well with a 4 or 6 cylinder. I really think it depends a lot on what rear differential you have. For instance, my 1965 C10 factory 3 speed transmission has a 2.95 1st gear coupled with a 3.73 rear differential and it came with a 6 cylinder engine. I've been told that a good rule of thumb is to multiply the 1st gear X the rear differential and a result between 10 and 12 is ideal. Example: 2.95 X 3.73 = 11.00
Most engines feel ready to shift between 2500 and 3000 RPMs. Here's a chart showing the engine RPMs and MPH with various 1st gears and rear differential combinations.
3.73 rear differential
29" diameter tire 1st gear = 2.95 1st gear = 3.50 1st gear = 3.78 1st gear = 4.03 |
Estimating a shift around 3000 RPMs gives the following results
2932 RPMs at 23 MPH = time to shift 3025 RPMs at 20 MPH = time to shift 2940 RPMs at 18 MPH = time to shift 2961 RPMs at 16 MPH = time to shift |
3.42 rear differential
29" diameter tire 1st gear = 2.95 1st gear = 3.50 1st gear = 3.78 1st gear = 4.03 |
Estimating a shift around 3000 RPMs gives the following results
3039 RPMs at 26 MPH = time to shift 3031 RPMs at 22 MPH = time to shift 2996 RPMs at 20 MPH = time to shift 3034 RPMs at 19 MPH = time to shift |
Just for fun, let's make some calculations. We'll put a typical S10 T5 with a 4.03 1st gear and a 0.86 OD gear in a truck with a 3.42 rear differential and a 29" rear tire. If we multiply the 1st gear X the rear differential we get 4.03 X 3.42 = 13.78. That's a little higher than ideal, but it's acceptable. Here's the MPH chart for making shifts between 2500 and 3000 RPMs. Of course shifting could occur earlier if desired.
This combo = 29" tire + 3.42 rear diff + typical T5 from a 4 cylinder S10 truck
1st gear = 4.03 Shift from 1st to 2nd between 16 MPH (2555 RPMs) and 19 MPH (3034 RPMs)
2nd gear = 2.37 Shift from 2nd to 3rd between 27 MPH (2536 RPMs) and 32 MPH (3005 RPMs)
3rd gear = 1.49 Shift from 3rd to 4th between 43 MPH (2539 RPMs) and 51 MPH (3011 RPMs)
4th gear = 1.00 Shift from 4th to 5th between 63 MPH (2496 RPMs) and 76 MPH (3011 RPMs)
5th gear = 0.86 Cruise between 65 MPH (2215 RPMs) and 70 MPH (2385 RPMs)
THIS SEEMS LIKE A GREAT COMBINATION!
** 3.42 rear with a T5 and 0.86 OD gear **
1st gear = 4.03 Shift from 1st to 2nd between 16 MPH (2555 RPMs) and 19 MPH (3034 RPMs)
2nd gear = 2.37 Shift from 2nd to 3rd between 27 MPH (2536 RPMs) and 32 MPH (3005 RPMs)
3rd gear = 1.49 Shift from 3rd to 4th between 43 MPH (2539 RPMs) and 51 MPH (3011 RPMs)
4th gear = 1.00 Shift from 4th to 5th between 63 MPH (2496 RPMs) and 76 MPH (3011 RPMs)
5th gear = 0.86 Cruise between 65 MPH (2215 RPMs) and 70 MPH (2385 RPMs)
THIS SEEMS LIKE A GREAT COMBINATION!
** 3.42 rear with a T5 and 0.86 OD gear **
Here's another combination I think will work well.
This combo = 29" tire + 3.73 rear diff + T5 with a 0.72 OD gear from a 6 cylinder S10 truck
1st gear = 3.97 Shift from 1st to 2nd between 15 MPH (2574 RPMs) and 17 MPH (2917 RPMs)
2nd gear = 2.34 Shift from 2nd to 3rd between 25 MPH (2528 RPMs) and 30 MPH (3034 RPMs)
3rd gear = 1.48 Shift from 3rd to 4th between 39 MPH (2494 RPMs) and 47 MPH (3006 RPMs)
4th gear = 1.00 Shift from 4th to 5th between 58 MPH (2507 RPMs) and 70 MPH (3025 RPMs)
5th gear = 0.72 Cruise between 65 MPH (2023 RPMs) and 70 MPH (2178 RPMs)
THIS COMBO SEEMS NICE FOR HIGHWAY CRUISING!
** 3.73 rear with a T5 and 0.72 OD gear **
1st gear = 3.97 Shift from 1st to 2nd between 15 MPH (2574 RPMs) and 17 MPH (2917 RPMs)
2nd gear = 2.34 Shift from 2nd to 3rd between 25 MPH (2528 RPMs) and 30 MPH (3034 RPMs)
3rd gear = 1.48 Shift from 3rd to 4th between 39 MPH (2494 RPMs) and 47 MPH (3006 RPMs)
4th gear = 1.00 Shift from 4th to 5th between 58 MPH (2507 RPMs) and 70 MPH (3025 RPMs)
5th gear = 0.72 Cruise between 65 MPH (2023 RPMs) and 70 MPH (2178 RPMs)
THIS COMBO SEEMS NICE FOR HIGHWAY CRUISING!
** 3.73 rear with a T5 and 0.72 OD gear **
Let's compare three different T5 transmissions side-by-side. Since I own one of each, I'm interested in knowing which seems best for a 250ci inline 6 cylinder. It seems logical that my V8 Camaro T5 would be the best transmission if I had a 350 V8 under the hood, but will it work well with the inline 6 cylinder that has less HP?
Gear / RPMs / MPH 1st gear 2nd gear 3rd gear 4th gear 5th gear |
1988 V8 Camaro T5
2.95 / 2932 / 23 MPH 1.94 / 3018 / 36 MPH 1.34 / 3011 / 52 MPH 1.00 / 2982 / 69 MPH 0.63 / 1906 / 70 MPH |
1988 V6 Firebird T5
4.03 / 2961 / 17 MPH 2.37 / 2970 / 29 MPH 1.49 / 3026 / 47 MPH 1.00 / 2982 / 69 MPH 0.76 / 2299 / 70 MPH |
1983 4cyl. S10 T5
4.03 / 2961 / 17 MPH 2.37 / 2970 / 29 MPH 1.49 / 3026 / 47 MPH 1.00 / 2982 / 69 MPH 0.86 / 2602 / 70 MPH |
GM Heritage documents state that in 1988, their 2.8 liter V6 engine made 135 HP at 4900 RPMs and had 160 lb-ft of torque at 3900 RPMs. I'm sure it made less HP at lower RPMs. They paired it with a 3.42 rear and a 26" diameter tire. The 1988 Camaro V6 engine would have 2351 RPMs at 70 MPH but I really don't know what HP it had at 2300 RPMs. At 2299 RPMs (70 MPH), the 250ci inline will have just under 100 HP and 108 lb-ft of torque.
General Info about the T5
I've read quite a bit about the T5 transmission on the internet. However, the internet is hit and miss with a lot of inaccurate info out there. After talking to many people, I have found a great supplier who professionally rebuilds T5s. He really knows his stuff.
Here is what I have found out from him.
1. The WC and NWC trannies are very similar in torque ratings, but not identical. Most transmission shops agree that either will handle normal driving, but might not handle very high torque applications. All T5 trannys will have a 1352-XXX tag number. The cases will also have 1352-XXX castings on the tailshaft housing and the main case, however it will NOT be the same as what is on the metal tag. Either the metal tag or the paper sticker on the case should be used to identify the T5.
2. GMC started using the WC trannies in the 1988 Camaro and Firebirds (F body cars). The V8 and V6 versions have different gearing.
3. The Chevy S10 and GMC S15 5 speed trucks had a NWC T5 up through 1992. The 1993 S10 and GMC S15 MIGHT have a WC T5.
4. Early S10 and S15 T5s had a cable drive speedo gear in the tailshaft housing. These tailhousings can be interchanged with other T5 tailshaft housings to convert the tranny to cable speedo. Some adaptation is needed, but many folks have done it with great results.
5. The V8 T5 will have a 1 and 1/8" diameter 26 spline input shaft and does NOT need an adapter plate.
6. The S10 and S15 T5s have a 14 spline X 1 inch input shaft which is too long. This is also true for a T5 from an F-body cars with a V6. A machined aluminum adapter plate is available in the aftermarket as a spacer. It fits between the T5 and the bell and keeps the input shaft from binding on the pilot bearing. The machined adapter plate costs about $160 and fits between the tranny and the bell. The V6 version has splines cut along more of the length of the input shaft and all you need to do is shorten the pilot tip. Another option is to swap the input shaft for a T5 Jeep 10 spline input shaft (S10 and V6 Camaro only).
7. NWC replacement gears are not available UNLESS you buy gears that are parted out of another NWC T5. WC gears ARE available. Thus, the WC T5 has new gear parts available in case it needs a rebuild. The NWC uses brass synchros and the WC uses fiber synchros.
8. I think 1995 was the last year the T5 was made. They were bought out by Tremec.
9. There are videos available that teach how to rebuild the T5. After viewing one, I believe I can do it.
10. The T5 was frequently used in GM cars, GM trucks and Ford cars. IMPORTANT - After about 1993, GM versions used a T5 case with a FORD bolt pattern. Make sure you can tell the difference between the GM and Ford style cases. My friend just pulled two T5 trannys from post-93 GM F-body cars and they both had the FORD case.
11. The V6, S10 and S15 T5s have a fairly low 1st gear. Depending on the rear differential in your vehicle, it might not be very useful.
12. Many of the S10 and S15 truck T5s have a 0.86 or a 0.72 as the OD gear. Many folks don't find the 0.86 very useful unless they have a rear differential of 3.42 or 3.08.
13. The V8 and V6 Camaro and Firebird versions of the T5 have the shifter at the rear position on the tailshaft housing. If you use a bench seat in your vehicle, the shifter may end up UNDER your seat. You can swap the tailshaft housing with a S10 or S15 housing to move the shifter forward. Then it will come up through the floor in front of the bench seat. If you use bucket seats, this may not be an issue.
14. Many T5s have the electronic speedo drive in the tailshaft housing. I don't know of any way to modify it to make it work with a mechanical drive speedometer cable.
How to determine the gearing of 1st and 5th gears before you purchase a T5.
Most people match the T5 metal tag number (1352-XXX) to the charts on the internet to determine what the gearing is on a particular T5. I have found the charts to be wrong on 2 different occasions. Instead of relying on the charts, I use a simple 5 minute procedure to accurately determine 1st and 5th gears. I then compare my results to the available charts for verification. It would be a shame to buy a T5 thinking that it has a 0.72 overdrive gear when it really has a 0.86.
To determine 1st gear. Make sure the transmission is in 1st gear. Then, place a piece of tape on the end of the input shaft and mark the 12 o'clock position. Do the same on the drive shaft or output shaft. To determine 1st gear, start with both pieces of tape at 12 o'clock and rotate the drive shaft ten complete revolutions while counting the total number of turns of the input shaft. Since the input shaft will rotate more than once with each complete driveshaft turn, it must be done slowy while a helper counts turns of the input shaft. Then divide the number of input shaft turns by 10. Example: 10 turns of the DS = almost 30 turns of the input shaft. So 30 divided by 10 = 3. So first gear should be 2.95. Possible outcomes might be 2.95 = almost 30 turns, 3.35 = 33.5 turns, 3.5 = 35 turns, 3.78 = 37.8 turns, 4.03 = 40 turns.
To determine 5th gear. Make sure the transmission is in 5th gear. Place a piece of tape on the end of the input shaft and mark the 12 o'clock position. Do the same on the drive shaft or output shaft. For 5th gear, start with both pieces of tape at 12 o'clock and rotate the drive shaft counterclockwise exactly 10 turns. Your helper should count the turns of the input shaft. Example: If the input shaft makes just a bit more than 8 and 1/2 turns, then the OD gear is 0.86. Other results might be 7 and 1/4 turns = 0.72 or 0.73. Almost 7 and 3/4 turns = 0.76.
To determine 1st gear. Make sure the transmission is in 1st gear. Then, place a piece of tape on the end of the input shaft and mark the 12 o'clock position. Do the same on the drive shaft or output shaft. To determine 1st gear, start with both pieces of tape at 12 o'clock and rotate the drive shaft ten complete revolutions while counting the total number of turns of the input shaft. Since the input shaft will rotate more than once with each complete driveshaft turn, it must be done slowy while a helper counts turns of the input shaft. Then divide the number of input shaft turns by 10. Example: 10 turns of the DS = almost 30 turns of the input shaft. So 30 divided by 10 = 3. So first gear should be 2.95. Possible outcomes might be 2.95 = almost 30 turns, 3.35 = 33.5 turns, 3.5 = 35 turns, 3.78 = 37.8 turns, 4.03 = 40 turns.
To determine 5th gear. Make sure the transmission is in 5th gear. Place a piece of tape on the end of the input shaft and mark the 12 o'clock position. Do the same on the drive shaft or output shaft. For 5th gear, start with both pieces of tape at 12 o'clock and rotate the drive shaft counterclockwise exactly 10 turns. Your helper should count the turns of the input shaft. Example: If the input shaft makes just a bit more than 8 and 1/2 turns, then the OD gear is 0.86. Other results might be 7 and 1/4 turns = 0.72 or 0.73. Almost 7 and 3/4 turns = 0.76.
The photos below shows how I marked the input and output shaft. Use the procedure outlined below to determine the gearing.
STEP 1
1988 V6 F body WC T5 Input shaft is marked at the 12 o'clock position. STEP 3
Place the shifter into 5th gear (or 1st gear). Then, with both tape marks at exactly 12 o'clock, spin the output shaft in a counter-clockwise direction exactly 10 revolutions. Have a helper count the number of full revolutions of the input shaft. |
STEP 2
The drive shaft yoke is slid onto the Output shaft and marked with tape at the 12 o'clock position. STEP 4
In this example, the input shaft went around 7 full turns plus 6/10 of a turn. Therefore 7.6 divided by 10 equals 0.76 for 5th gear. When I had the shifter in 1st gear, we counted 40 turns of the input shaft. So 40 divided by 10 equals 4.0 for 1st gear. |
Here are some photos showing general information about T5 transmissions.
Even though an F body shifter will bolt onto the S10 tail housing, it will stick up at an angle leaning away from the driver. This is because the T5 was mounted beneath the F body car with a rotation towards the driver. So, in order for the shifter handle to come straight up through the F body car's center console, a factory bend was placed in the shifter handle. The next 2 photos show this well.
Where will the shifter come through the floor of my vehicle? That's a good question! The front edge of the shifter box on an S10 tail housing is 9.25" behind the front edge of the case. The F body tail housing shifter box is 18.5" behind the front of the case. Add the thickness of an adapter plate if you are using one.
I test fit my Camaro T5 on my factory bell housing. I plan to use a different shifter handle. See below.
T5 RESOURCE LIST
Professional T5 Rebuild DIY Instructional DVD/Videos
Hanlon Motorsports - 610-469-2695 Call for price and availability
Hanlon Motorsports Website http://www.hanlonmotorsports.com/?q=node/2
Bad Shoe Productions http://www.badshoeproductions.com/t5.html
T5 Service Manual
**FREE** T5 Service Manual - PDF Format - click the link below to download the free PDF file.
http://www.zbag.com/T-5_Service_Manual_1.pdf
T5 Rebuild Parts
Modern Driveline Ph: 208-453-9800 Their website focuses on Ford T5 performance upgrades
but I called and confirmed that they can supply T5 rebuild kits for the GM version of the T5. I was impressed with their knowledge and helpfulness. http://www.moderndriveline.com/index.html
TheGearBox.org http://www.thegearbox.org/T5.html
Helpful Videos on YouTube
AutoRestoMod Videos - These 3 videos show a FORD case pattern T5inspection, teardown and rebuild. They do NOT provide in-depth details, but are very informative and worth watching.
AutoRestoMod Video 1 = https://www.youtube.com/watch?v=J0jKNocNB0Y
AutoRestoMod Video 2 = https://www.youtube.com/watch?v=SbD7MP_52gc
AutoRestoMod Video 3 = https://www.youtube.com/watch?v=n9FVZ3YQ4CU
Shifter options
CORE Shifters - This company makes several different custom shifters for T5 transmissions. Here is the link for their custom short throw shifter for the 1982-95 Camaro and S10 T5. I recommend contacting them prior to placing an order so you get the right shifter.
http://core-shifters.com/collections/t5-swap-bases
Modern Driveline - A nice variety of shifter knobs and accessories.
http://www.safepay.net/cgi-bin/shop/cart.cgi?db=mddata.txt&category=shifter&merchant=moderndriveline
Sources for the Adapter Plates
An S10 T5 input shaft is too long when used on a Muncie/Saginaw style bell housing. The problem can be solved by using a machined spacer which will properly position the clutch disc on the input shaft splines so it will work on the Muncie/Saginaw style bell housings. **NOTE** The V8 T5 with a 26 spline input shaft does not need the adapter plate.
Vintage Metalworks - I have spoken to Dave Farwell of Vintage Metalworks on several occasions and he is VERY helpful. Dave will help you get what you need to put your T5 into service. His contact info is on his website. http://vintagemetalworks.blogspot.com/p/s10-t-5-to-gm-235261-adapter-plate.html
HotRodWorks.com also sells an adapter plate. http://www.hotrodworks.com/catalog/index.php/t5-transmission-adapters/p-n-2150-t5-trans-to-1948-1983-chevy-pu-and-1955-1983-cars.html
Professional T5 Rebuild DIY Instructional DVD/Videos
Hanlon Motorsports - 610-469-2695 Call for price and availability
Hanlon Motorsports Website http://www.hanlonmotorsports.com/?q=node/2
Bad Shoe Productions http://www.badshoeproductions.com/t5.html
T5 Service Manual
**FREE** T5 Service Manual - PDF Format - click the link below to download the free PDF file.
http://www.zbag.com/T-5_Service_Manual_1.pdf
T5 Rebuild Parts
Modern Driveline Ph: 208-453-9800 Their website focuses on Ford T5 performance upgrades
but I called and confirmed that they can supply T5 rebuild kits for the GM version of the T5. I was impressed with their knowledge and helpfulness. http://www.moderndriveline.com/index.html
TheGearBox.org http://www.thegearbox.org/T5.html
Helpful Videos on YouTube
AutoRestoMod Videos - These 3 videos show a FORD case pattern T5inspection, teardown and rebuild. They do NOT provide in-depth details, but are very informative and worth watching.
AutoRestoMod Video 1 = https://www.youtube.com/watch?v=J0jKNocNB0Y
AutoRestoMod Video 2 = https://www.youtube.com/watch?v=SbD7MP_52gc
AutoRestoMod Video 3 = https://www.youtube.com/watch?v=n9FVZ3YQ4CU
Shifter options
CORE Shifters - This company makes several different custom shifters for T5 transmissions. Here is the link for their custom short throw shifter for the 1982-95 Camaro and S10 T5. I recommend contacting them prior to placing an order so you get the right shifter.
http://core-shifters.com/collections/t5-swap-bases
Modern Driveline - A nice variety of shifter knobs and accessories.
http://www.safepay.net/cgi-bin/shop/cart.cgi?db=mddata.txt&category=shifter&merchant=moderndriveline
Sources for the Adapter Plates
An S10 T5 input shaft is too long when used on a Muncie/Saginaw style bell housing. The problem can be solved by using a machined spacer which will properly position the clutch disc on the input shaft splines so it will work on the Muncie/Saginaw style bell housings. **NOTE** The V8 T5 with a 26 spline input shaft does not need the adapter plate.
Vintage Metalworks - I have spoken to Dave Farwell of Vintage Metalworks on several occasions and he is VERY helpful. Dave will help you get what you need to put your T5 into service. His contact info is on his website. http://vintagemetalworks.blogspot.com/p/s10-t-5-to-gm-235261-adapter-plate.html
HotRodWorks.com also sells an adapter plate. http://www.hotrodworks.com/catalog/index.php/t5-transmission-adapters/p-n-2150-t5-trans-to-1948-1983-chevy-pu-and-1955-1983-cars.html