A very interesting swap. The modularity of the T5 allows one to make some interesting combinations of parts. By now, you must have realized you forgot to install the seal in the new bearing retainer.
Lol- Yes, good eye- it was not installed because I was doing a mock up of things/debating which retainer I was going to use. Thanks for the view and reply.
I have been running a t5 behind my 455 powered , 1964 Cutlas since 2009 with no issues. Machined the adaptor plate at home. I’m not a drag racer and I don’t beat on my stuff, so it’s been very reliable. I worry if my car would actually hook up. Probably the best change I have made to the car .
The S10 unit is commonly used behind SBC, Flathead Fords, straight 6’s, etc. it’s not as strong as a Mustang T5 due to lighter weight components, but it is frequently swapped into light duty applications.
The 65-68 full size 3 speed stick cars used ford toploaders from the factory....10 spline 10 and 10.5 inch clutches depending if it was a "heavy duty" or not.....
Yes, but the input shaft was unique to them- they were machined for GM-spec splines (not Ford), GM pilot bearing(not Ford), and GM-spec shaft length(not Ford), so even the clutch disc won’t work. I have one in my garage. I rebuilt it, so I’m fairly familiar with them. VERY H-D trans, but parts are getting hard to acquire.
@@CrawdaddyCustoms was not aware so much was diff being a gm used dearborn.....i assumed the main case was about the only diff.....thanks for the info.....my 66 prix is a 3 speed stick......was confused when i went to change the clutch the first time and it was a top loader....thanks for the info good idea for a conversion...
Yes, they have the ‘Dearborn 3 speed’ pattern on them. The input shaft and input bearing retainer were machined to GM trans. specs for these 3 speeds, so the Ford T5 is still too long/large, thus the need for the adapter plate and pilot bearing.
I have one of the few 79 Olds Cutlass with a factory 260 V8 and 5 speed and the stock transmission is toast. I just got a good deal on a T5 from an 02 Mustang V6 though and I'm trying to piece the rest of the swap together in my mind before I go spending any more cash without a solid plan. Would appreciate any advice you have to offer. Thanks in advance!
Hi. Well, that’s the same Trans I have. I’d talk to Paul at 5speeds.com about his countershaft reinforcement plate- that’ll boost the power rating, by itself. The input shaft can be changed to a Fox body 5.0(say 87-93) just like I did, then get the adapter plate I used. You car wasn’t rated real high for HP, and it’s not super heavy, so I’m thinking that trans should work pretty nicely. Remember though, it has an electronic speedo output vs. your factory cable/mechanical system.
I looked your car specs up- your weight and power are almost identical to a V6 Mustang- that Trans will be fine, as is. I’d still look at beefing it up though. Also, it’s www.5speeds.com - I missed the ‘s’ in the first post.
@@CrawdaddyCustoms Thanks for the response! I'll give them a call and see what all I might need. Guessing I'd have to use a Mustang clutch and an Oldsmobile pressure plate? Never swapped a transmission quite like this before but I'm sure they will know what to do!
Maybe this comment is a little late, but worth a shot: When I was buying a 'lot' of transmissions, I got a T-5 with a Dana20 mounted to it. I would guess this came off of a Jeep or a Ford Ranger 4wd? I am not sure. I am pretty sure, however, that it's a 'Non-World Class' (NWC) model, as the front countershaft bearing cup indicates this is a NWC. What I want to do, (here's where most people would have a fainting spell when I say this) is to mount this up to my 400 V8 on my 1971 Blazer. Someone in the past put this 400 w/ a 3-speed Saginaw in this truck. The Saginaw died, so I am thinking that I would like to try the T-5,: a) Because I have it already, b) The T-5 seems to be able to handle a pretty well built V8 in cars, mostly the Mustang, it seems. c) I want that 5th Gear. And hey...if GM decided that a weak 3-speed Saginaw could work, then why not a T5 with much newer technology built-in. So, anyway.... Yes, the 1971 Blazer weighs ...just a tad more... However, I think a T5, esp one built for the V8's like Mustangs, Firebirds, Camaros, Mid-Full sized cars & Square-Body C-Series pickups could handle my usage 'profile', which is mild -moderate city/ hwy driving, 99% in 2wd. I would like to do some upgrades, like the better, stronger Input Shaft Retainer, & perhaps get a V8 Gearset (I think it is Hanlon who makes those). I think that mounting the T-5 is not a problem with the adapter piece, as shown in the video. Anyway, who else has been crazy like me, to swap in the T5?
Jeep T5s were installed on CJ jeeps from 1982-1986. They were all NWC and every one of them had a Dana300 for a transfer case. The World Class T5s can handle more power and torque but all of the Jeep T5's were NWC. Also, it's not so much the power of the engine, but the torque of larger wheels and tires found on trucks. The Jeep T5 is really only suitable for 31" or less tires. You put bigger on there, there's going to be a lot of torque on the output shaft. My understanding, NWC T5s were intended to take about 300 ft/lbs. from an engine. They are not considered good for real off-roading usage.
These are factory rated at 300 ft. Lbs. With a mild upgrade to the countershaft retainer plate, it goes up to 340-ish. A company called Astro Performance has kits to them to 475-585 ft lbs.
Question that I think you will answer yes, looking at the bellhousing that I understand is BOP; Would it be the exact same combination with a Buick 350?
Yes, the bellhousing is the same, so the fit will be the same. Not being familiar w/ Buick V8’s, I’d make sure the crank is drilled for a pilot bearing/bushing.
This trans is 1-1/2 times more heavy duty(can we say H-D and T5 in the same sentence?) than the GM version. This T5 was designed to hold up behind higher torque loads than the S10 version.
Would love to se an instal with clutch , and more to the pontiac👍👍
I agree- it’s a Tempest project, which is in storage right now, but I’d like to do that.
woof... my old 428 would shred a T5 :-P Keep your foot out of it off the line and soft-shift it..and you'll be fine :-)
Definitely! It’ll be for highway miles while I save for a TKX.
Thanks for the comment/watch/subscription!
A very interesting swap. The modularity of the T5 allows one to make some interesting combinations of parts.
By now, you must have realized you forgot to install the seal in the new bearing retainer.
Lol- Yes, good eye- it was not installed because I was doing a mock up of things/debating which retainer I was going to use.
Thanks for the view and reply.
I have been running a t5 behind my 455 powered , 1964 Cutlas since 2009 with no issues. Machined the adaptor plate at home. I’m not a drag racer and I don’t beat on my stuff, so it’s been very reliable. I worry if my car would actually hook up. Probably the best change I have made to the car .
Thanks for confirming that it’ll last! That’s really cool that you machined it yourself!!
I look forward to driving with it in overdrive.
Will this work with the later t5 3650 from -05 and up?
No, this is for the traditional T5 case.
Nice informative video.
Thank you! Glad you enjoyed it! I’m thinking this trans will go in my 64 Tempest, along with EFI, to make a nice highway cruiser.
What's the difference between a 2.2 S10 T5 and a mustang T5? I assume one just has bigger gears but can you put a S10 T5 behind a SBC?
The S10 unit is commonly used behind SBC, Flathead Fords, straight 6’s, etc.
it’s not as strong as a Mustang T5 due to lighter weight components, but it is frequently swapped into light duty applications.
@@CrawdaddyCustoms thanks for the reply. I appreciate it. I figured it will be ok I just wasn't sure
The 65-68 full size 3 speed stick cars used ford toploaders from the factory....10 spline 10 and 10.5 inch clutches depending if it was a "heavy duty" or not.....
Yes, but the input shaft was unique to them- they were machined for GM-spec splines (not Ford), GM pilot bearing(not Ford), and GM-spec shaft length(not Ford), so even the clutch disc won’t work.
I have one in my garage. I rebuilt it, so I’m fairly familiar with them. VERY H-D trans, but parts are getting hard to acquire.
@@CrawdaddyCustoms was not aware so much was diff being a gm used dearborn.....i assumed the main case was about the only diff.....thanks for the info.....my 66 prix is a 3 speed stick......was confused when i went to change the clutch the first time and it was a top loader....thanks for the info good idea for a conversion...
appreciate the tips!!! Good video
Thanks! Hoping people find it useful!
Didn’t Pontiac bellhousing have ford bolt patterns on them for the cars that had the 3speed top loader option
Yes, they have the ‘Dearborn 3 speed’ pattern on them.
The input shaft and input bearing retainer were machined to GM trans. specs for these 3 speeds, so the Ford T5 is still too long/large, thus the need for the adapter plate and pilot bearing.
Whats rules are we playing by.the constitution laws.which were not under.or the corporations rules .which we are under
I have one of the few 79 Olds Cutlass with a factory 260 V8 and 5 speed and the stock transmission is toast. I just got a good deal on a T5 from an 02 Mustang V6 though and I'm trying to piece the rest of the swap together in my mind before I go spending any more cash without a solid plan. Would appreciate any advice you have to offer. Thanks in advance!
Hi. Well, that’s the same Trans I have. I’d talk to Paul at 5speeds.com about his countershaft reinforcement plate- that’ll boost the power rating, by itself. The input shaft can be changed to a Fox body 5.0(say 87-93) just like I did, then get the adapter plate I used.
You car wasn’t rated real high for HP, and it’s not super heavy, so I’m thinking that trans should work pretty nicely.
Remember though, it has an electronic speedo output vs. your factory cable/mechanical system.
I looked your car specs up- your weight and power are almost identical to a V6 Mustang- that Trans will be fine, as is. I’d still look at beefing it up though.
Also, it’s www.5speeds.com - I missed the ‘s’ in the first post.
@@CrawdaddyCustoms Thanks for the response! I'll give them a call and see what all I might need. Guessing I'd have to use a Mustang clutch and an Oldsmobile pressure plate? Never swapped a transmission quite like this before but I'm sure they will know what to do!
Yes, that’s how I’m doing it: Ford disc, GM pressure plate. Good luck on it and thanks for watching!
Maybe this comment is a little late, but worth a shot: When I was buying a 'lot' of transmissions, I got a T-5 with a Dana20 mounted to it. I would guess this came off of a Jeep or a Ford Ranger 4wd? I am not sure. I am pretty sure, however, that it's a 'Non-World Class' (NWC) model, as the front countershaft bearing cup indicates this is a NWC.
What I want to do, (here's where most people would have a fainting spell when I say this) is to mount this up to my 400 V8 on my 1971 Blazer. Someone in the past put this 400 w/ a 3-speed Saginaw in this truck. The Saginaw died, so I am thinking that I would like to try the T-5,: a) Because I have it already, b) The T-5 seems to be able to handle a pretty well built V8 in cars, mostly the Mustang, it seems. c) I want that 5th Gear.
And hey...if GM decided that a weak 3-speed Saginaw could work, then why not a T5 with much newer technology built-in.
So, anyway....
Yes, the 1971 Blazer weighs ...just a tad more...
However, I think a T5, esp one built for the V8's like Mustangs, Firebirds, Camaros, Mid-Full sized cars & Square-Body C-Series pickups could handle my usage 'profile', which is mild -moderate city/ hwy driving, 99% in 2wd.
I would like to do some upgrades, like the better, stronger Input Shaft Retainer, & perhaps get a V8 Gearset (I think it is Hanlon who makes those).
I think that mounting the T-5 is not a problem with the adapter piece, as shown in the video.
Anyway, who else has been crazy like me, to swap in the T5?
Jeep T5s were installed on CJ jeeps from 1982-1986. They were all NWC and every one of them had a Dana300 for a transfer case. The World Class T5s can handle more power and torque but all of the Jeep T5's were NWC. Also, it's not so much the power of the engine, but the torque of larger wheels and tires found on trucks. The Jeep T5 is really only suitable for 31" or less tires. You put bigger on there, there's going to be a lot of torque on the output shaft. My understanding, NWC T5s were intended to take about 300 ft/lbs. from an engine. They are not considered good for real off-roading usage.
Good evening. Just wanted to know which input shaft and retainer did you use?
Mmmm… off the top of my head, I believe it was a pre-93 Mustang. The part numbers are in the video.
I may have missed it but how much hp/tq can this handle? How much can you soup it up to handle? Thank you.
These are factory rated at 300 ft. Lbs. With a mild upgrade to the countershaft retainer plate, it goes up to 340-ish. A company called Astro Performance has kits to them to 475-585 ft lbs.
Crawdaddy Customs
Thank you for the information and the time
Question that I think you will answer yes, looking at the bellhousing that I understand is BOP; Would it be the exact same combination with a Buick 350?
Yes, the bellhousing is the same, so the fit will be the same. Not being familiar w/ Buick V8’s, I’d make sure the crank is drilled for a pilot bearing/bushing.
@@CrawdaddyCustoms thank you so much.
Were you mounting up to a ls engine? If so what bellhousing and clutch set up did you use?
Sorry, I missed this comment. No, it went behind a Pontiac V8.
Search for T5/LS- there’ll be plenty of videos for you.
Can you pass the part number of the adapter you used?
All the parts I used are listed in the beginning of the video.
Who made it
Made which part?
Why not just keep it all GM? use a BOP bellhousing, Pontiac flywheel and clutch, and S-10 T5 .
This trans is 1-1/2 times more heavy duty(can we say H-D and T5 in the same sentence?) than the GM version. This T5 was designed to hold up behind higher torque loads than the S10 version.