I Just did the conversion, and to swap a v-6 car to a 350, you need to replace the v-6 motor mounts with v-8 horse shoe type, and the cradle mounts as well, the bellhousing on the t-5 needs to be swapped to a v-8 with hydraulic clutch and throw out fork too. you need to contact a clutch and brake ONLY shop and order a 10.4 inch clutch that is made by rhinopak for SPECIFICALLY this conversion if your input shaft is 14 spline, if it's 26 (4 speed and SOME t-5's you can go to a parts store easy, also you need to order a flywheel at 153 teeth and starter both for an 84' firebird 305. the starter will need different bolts too. (shorter) and you will need to buy flywheel bolts too. Now, unless your modifying your v-6 harness for v-8 tpi (which can be done at a cost of time and frusteration) I will assume you are going to go carburetted, most likely old school holley or edelbrock, and an hei distributor. This will require you to isolate the pink hot to the coil wire, tach wire (and new v8 tach), cooling temp wire and extend it,v-8 manifolds or headers for the 305 wont work, whole new exhaust system needs to be made if you can't score 350 firebird exhaust system, heater hosing, rewiring of the alternator wires, lengthening of the starter wires so they dont burn on the manifolds or headers, heater vacuum line isolation, vac line running, modification to the gas pedal cable, various new brackets including a whole new power steering pump setup for a v-8, new radiator, shroud and fan,( I use my electrics on a switch) and mcuh much more. THIS IS A SERIOUS SWAP PEOPLE!!! Not to be taken lightly. Throw in the cost of the engine build and time involved and it's almost not worth it unless you REALLY love your car this much. Which I personally do. I still kinda feel it aint worth it all. Not to mention he who decides to tune port it. :cringe: Well, I hope this is useful as to informing one as to what they are getting into. I didn't know, so he's you have it. info on 90% of the swap. -Colt

 

Well, seeing how there's already a sticky on this subject, not sure why this is necessary.

As for "a flywheel at 153 teeth and starter both for an 84' firebird 305", that's only true if your V8 has a two-piece rear main seal of '85-earlier vintage. If your V8 is one-piece rear main seal of '86-later vintage, you need a 153-tooth flywheel for '86-later 305 application.

The V6 T5 clutch information has been discussed on the Transmission forum.

 

really now, you wanna talk about useless conversation... Who the hell uses an 85+ engine when upgrading? like 1% at best. actually, I personally have never heard of anyone doing this. And if they did, odds are they most likely had the engine laying around. -Colt

 

Hard to say what the percentage is, but I'm sure it's more than 1%. FWIW, most new GM crate engines are one-piece rear main seal (the Goodwrench 350 a notable exception), and all 3rd gen 350s were one-piece rear main seal.

V6 to V8 swaps with T5 probably a lot less than 25%. Vast majority use automatics. And, most using a T5 will get a V8 version (although the V6 T5 question does come up from time to time).

 

oh leave him alone.. the more circumstances of doing the swap from the view of the builder their self is always helpfull. There's a different situation for just about every swap. I learned that from searching. Just not on this topic. But on many others.

 

Exactly.

But then, the subject line didn't say, "My V6 to V8 swap using the V6 T5", or, "The tale of one V6 to V8 swap", etc..

Reading the subject line, I saw a responsibility to caveat the thread, that's all.

 

lmao, calm down girls, calm down. In general swapping the v6 to the v8. Those that are using autos, well, come on, duh. I just wanted the info to be there for those who ARE planning to use the t-5. Universal topic here. -Colt

 

lol five7kid why dont we just have a

v6-v8 swap member list
Nitrovamp
etc
etc
etc

auto-t56
etc
etc

 

I'm still in the middle of my swap really, but I used a 1998 1piece RMS with vortec heads.... and it wasn't just something that was laying around. Like you though, it is a v6 to v8 swap with the stock t5 behind it.

 

That seems to be a little over 50%, but the rest of us just don't have that choice.
I have said this type of thing over and over and over. How I've been flamed for saying it makes the responses here pale in comparison. That Nitrovamp said it, too, well...

Truth is fewer good V8 cars are available than were even 5 years ago. So, the V6 to V8 swap is going to become more and more viable as more V8 cars are totalled and more V6 cars become available in estate sales.

Now, for those of you putting a V6 T5 behind a V8, be gentle, okay?

 

Be gentle? Hell no, I have a dual frivtion clutch, and a spare t-5. lol -Colt

 

I will be very gentle, only reason it's going behind there is b/c I blew through my engine budget on the swap with small little bits and pieces I knew were going to come up and ate too much into my t56 budget.

 

Ultimately, I would like to find a t56. the only problem is that they're SO SO SO expensive. I think the best way to do it. would be if my local yard got a car in with one, (1 in a million chance) and go to the front desk an ask "how mush for a firebird tranny" and not specify which one. They wouldn't ask. I'd of course remove anything determining it to be a 6 speed. Might be able to get it for around $300. Till then I have the t-5, and a buddy of mine has a spare laying around that he went through and freshened up. The low gearing is so wierd. I'm running a 600 cfm holley single pumper with vacuum seconds, on an edelbrock performer rpm high rise. ( the top of the filter hits the hood when closeed. ) and I'm thinking about modifying the carb so that the linkage that goes from the throttle arm to the vaccuum second slide bar actuates the secondaries themself. That way all 4 buttlerfy's open at the same time. lol, the gas is gonna be touchy as hell. -Colt