i found a 96 camaro in my local junkyard with a 5speed trans. i was wandering if this would bolt up to my 350 in my 76, and would it hold up to my 350 ive got around 300-325 horse power and i plan on staying in that horsepower range. i was thinking it may be close to what would come out in the 4th gen v8 camaros. i dont plan on racing it's mainly just a street daily driver during the summer. any help is appreciated.

Dave, I just read a tech reply article on this very subject. I think that it was by Marlan Davis, Hot Rod magazine tech guru, in the Dec 06 or Jan 07 issue.

This V6 tranny will not hold up to very much power at all. Thats why the 5-sp was never offered behind a V8 from GM. You've got way more hp/torque than this trans was ever designed for.

I don't think that its a straight bolt-in to old school Chevys, either.

This 5-sp trans is absolutely nothing like the beefy T56 6-speeds that came in 4th gen F bodies.

I think that it might live a while if you could keep your foot out of the throttle. I know that money is always an object but if it were me, I'd pass on this weak 5-sp and save my money for a strong transmission that could take the stress of a decent V8 ;) .

Do you want to go through the work and expense of putting a transmission that won't last? A T5 isn't enough transmission for even the worst smog 350 ever made. A 160hp smogger 350 still has torque, and torque will break a weak transmission.
You are much better off putting your money into something else that can be expected to last once it is in the car and running.

thanks for all the input, i also was thinking of getting a 6 speed out of my friends 92 camaro, it's a factory tune port 350 so i was thinking it would surely hold up. any suggestions on this, also i was looking in popular hotrodding and they used a kit in their project g28 camaro, would this kit work with this trans. the kit used the factory console and everything it looked like a really nice setup

is the 92 camaro tranny original? the T56 did not come out until the 1993 camaros i thought. 92 camaro should be a 5 speed. anyone else have any thoughts?

We've got a '97 camaro here with a 3.8L and 5 speed, I threw a cam in it a couple years ago, and it dyno'd around 205 at the rear wheels (~240 at the flywheel) and it's never had any problems at that power level. But I wouldn't consider putting more than 300 Hp through a T5.

is the 92 camaro tranny original? the T56 did not come out until the 1993 camaros i thought. 92 camaro should be a 5 speed. anyone else have any thoughts?

All 350's in the third gens came with a 700R4, there were no manual options for the 350 (except for the corvette ZF transmission in the firehawk).

posted by Chill,
We've got a '97 camaro here with a 3.8L and 5 speed, I threw a cam in it a couple years ago, and it dyno'd around 205 at the rear wheels (~240 at the flywheel) and it's never had any problems at that power level. But I wouldn't consider putting more than 300 Hp through a T5.

I'd bet the 97's cammed V6 doesn't have near the torque of a V8. This is what is going to break that T5.

No third gen F bodies with 350s came stock with manual transmissions ;) .

posted by Chill,


I'd bet the 97's cammed V6 doesn't have near the torque of a V8. This is what is going to break that T5.



Nope not close... it dynoed about the same torque as it did Hp. I think the rating for the T-5 is about 300 ft-lbs, certainly lower than most 350's put out.

This V6 tranny will not hold up to very much power at all. Thats why the 5-sp was never offered behind a V8 from GM. You've got way more hp/torque than this trans was ever designed for

The t5 was offered behind the 305's, but never the 350's. I've been debating the t5 swap for awhile now, mainly because its so damn cheap. I def. wouldnt go with the one from a 96, its a v6 t5 and doesnt stand a chance. U can go with a world class from a 85 to a 93 mustang, but it has something like a 3.35 first gear. The nonworld class has a 2.95, almost as strong as the world class, but a much more driveable first gear. Ive heard from everyone on this board the t5's suck, but alot of 5.0 mustangs are running them. Im no ford fan, but ive seen some mean ass mustangs with stock t5's, and they're doing just fine.

So what is required to bolt a WC T-5 from a 5.0 Mustang to a Chevy small block? Did you use a special bellhousing and/or clutch?

We put in a used T5 and it went another 10000 plus miles. The one that came in the car went almost 20000 miles.

Personally, I wouldn't wanna replace my tranny every 10 or 20k miles!

Umm. Dont know who told you that stuff about the World Class trans and non world class trans. Its actually opposite. The 2.95 gear was offered on the WC and the non WC was the 3.35. I had a WC in my 1LE IROC and it was a 2.95 first gear. Also, I think the key to keeping a T5 alive with powerful engines is:

http://www.moderndriveline.com/Technical_Bits/t5_history.htm
World Class & Non-World Class
There are two basic kinds of T-5's, Non World Class (NWC) and World Class (WC). The first T-5 was non-world class. In 1983 and 84 Ford used the Non-World Class T-5 to improve the Mustangs performance and gas mileage. All the V8 NWC boxes had 2.95 first gear set with .68 overdrive. All the main output shaft gears and 1st, 2nd, 3rd, gears riding on a solid output shaft with deep oil grooves to provide lubrication. The lower counter gears spin on straight cylindrical bearings with a thrust washer in front to provide support when under load. All the synchronizer rings are made of solid bronze which are of different size than those found in a would-class T-5. It is because there is no bearing under each gear and the bronze synchro rings that the NWC use the heavy 70w gear oil. Torque rating for the NWC was 265ft/lbs.

1985, Ford introduced the World Class T-5 installed with 3.35 first gear set with a .68od behind the 5.OL. T-5 was also used behind both the standard 2.3L with a 3.97 first gearset and the SVO Mustang. SVO received a one year only 3.50 first gear ratio as the 3.97 gear ratio was too low for the added power of the turbo charged 2.3L. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft as needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings to replace the bronze thrust washer. All main shaft synchro's were fiber lined steel rings to improve rings friction surface while 5th remains bronze. By improving the surface friction the synchro slows the gear faster making for smoother shifts. The design remained the same until 1989. Torque rating remained the same at 265ft/lbs


Im basing my info off this website and an issue of car craft, Sept 2006, says the same thing. I've heard the same thing u have,"as long as ur dont powershift or run slicks, u'll be fine." A friend of mine had a 5.0, i think he had the WC because it had a retarded low first gear. I'm thinking of running the 88-92 t5 out of a camaro, it should bolt up fine to the block, but im not sure of the overall fit. I think the shifter is too far over to the left of right, and im not sure if the shifter location is far enough back/forward for the stock location in the console.

posted by chevroletcamaro,
The t5 was offered behind the 305's, but never the 350's.

You are absolutely correct! My bad.

So what is required to bolt a WC T-5 from a 5.0 Mustang to a Chevy small block? Did you use a special bellhousing and/or clutch?

Anyone?

http://www.g-forcetransmissions.com/default.htm Makes an upgrade kit for the T5 that is supposed to hold 500 hp and 600 ftlbs. The 1989 thru ? camaro had the world class T5 speed option behind the 305.

http://www.moderndriveline.com/Technical_Bits/t5_history.htm
World Class & Non-World Class
There are two basic kinds of T-5's, Non World Class (NWC) and World Class (WC). The first T-5 was non-world class. In 1983 and 84 Ford used the Non-World Class T-5 to improve the Mustangs performance and gas mileage. All the V8 NWC boxes had 2.95 first gear set with .68 overdrive. All the main output shaft gears and 1st, 2nd, 3rd, gears riding on a solid output shaft with deep oil grooves to provide lubrication. The lower counter gears spin on straight cylindrical bearings with a thrust washer in front to provide support when under load. All the synchronizer rings are made of solid bronze which are of different size than those found in a would-class T-5. It is because there is no bearing under each gear and the bronze synchro rings that the NWC use the heavy 70w gear oil. Torque rating for the NWC was 265ft/lbs.

1985, Ford introduced the World Class T-5 installed with 3.35 first gear set with a .68od behind the 5.OL. T-5 was also used behind both the standard 2.3L with a 3.97 first gearset and the SVO Mustang. SVO received a one year only 3.50 first gear ratio as the 3.97 gear ratio was too low for the added power of the turbo charged 2.3L. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft as needle bearings were installed under each gear to reduce drag. The lower counter gears saw tapered bearings to replace the bronze thrust washer. All main shaft synchro's were fiber lined steel rings to improve rings friction surface while 5th remains bronze. By improving the surface friction the synchro slows the gear faster making for smoother shifts. The design remained the same until 1989. Torque rating remained the same at 265ft/lbs


Im basing my info off this website and an issue of car craft, Sept 2006, says the same thing. I've heard the same thing u have,"as long as ur dont powershift or run slicks, u'll be fine." A friend of mine had a 5.0, i think he had the WC because it had a retarded low first gear. I'm thinking of running the 88-92 t5 out of a camaro, it should bolt up fine to the block, but im not sure of the overall fit. I think the shifter is too far over to the left of right, and im not sure if the shifter location is far enough back/forward for the stock location in the console.

Geez. Ya know i could swear I had a WC in my Iroc and the plain Z28s had the NWC. I could be wrong. Cant always be right. Could be different for the Stangs and Z28s. Oh well. Learn something new all the time:)

Geez. Ya know i could swear I had a WC in my Iroc and the plain Z28s had the NWC. I could be wrong. Cant always be right. Could be different for the Stangs and Z28s. Oh well. Learn something new all the time

I'm wrong. I looked at that car craft again because wanted to read up on the t5's and at the end it said," The one exception is the 305 camaro/fireird 2.95 WC First-gear boxes from 88-92. According to D&D, these boxes are basically as strong as the comparable WC Ford 5.0 transmisssions." So i guess what i quoted earlier is only reffering to the mustang t5's.

Originally Posted by Boyd
So what is required to bolt a WC T-5 from a 5.0 Mustang to a Chevy small block? Did you use a special bellhousing and/or clutch?

I believe the bell housing bolt pattern(to the trans) is the same on the camaro and mustang(maybe all) t5's. So if u got a t5 from a mustang, just get the bellhousing from a 88-92 camaro t5 and bolt it on the mustang tranny. That should bolt the tranny to the block, but i dont know if it will position the tranny where u want it as far as shifter location goes. I remember seeing a post on here somewhere, where a guy said u could only use a bellhousing off a 83ish for the swap to work. I dont know, just search the board for 3 hours:confused: