ok, i am getting a 85 Trans Am with 125k miles on a LG4 305, the engine is junk so i'm putting a 350 in. would the T5 be able to handle a 2 bolt 350 with the LG4 heads on it? if not, can i put a muncie 4 speed in? (i think it's an M21) how much fabbing would i need to do to make that work? and would i be able to use the same clutch setup? i'd really like to keep the overdrive, but if it has to go it has to go, ya know?

[This message has been edited by ChevyGuy87 (edited November 06, 2001).]

 

It should work as long as you don't
power shift.I had one in my 84 It had
a 355 in it.It ran good for over a year.
It's been to the track about 12 times.
Just don't drive it like you stole it.You
may want to get one from an 88 there a bit
stronger.What's in the motor?Don't put those
305 heads on it too small.

 

rebuild it & get rid of the plastic syncros
there are kits to beef it up

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87 IROC-Z 305tpi
still $h!ten on
rustangs

 

givin its a MILD 350 it should be allright, other then that look for a late 70's or earlyer trans, the borg warner and saganaw's are pretty cheap to get, the muncie's are the TH400 of the manuals, but there expensive.

 

Dammit, I've been trying to blow up my 86 T-5 behind my "decent" 350 and can't seem to get the job done. I've got untill taxes come back so I can get a T-56.

 

first off, I would like to say that t5's sucks. I have a 350 TPI pumping around 350 horsepower, and the T5 i had in my car kept blowing 3rd gear, and the synchronizer went out, as well. T5's are only about 250 horse stable, so if you are wanting to push more than that, consider a Muncie, Richmond, or Borg-Warner tranny. You will have to modify the crossmember on the driver's side if you are running an auto, but should slide in without a problem if you already have a t5 installed..

 

T5s ARE Borg-Warner transmissions...

 

Sorry to say that you'll have more problems finding parts for the four speed. It will not bolt up to the T-5's bell housing, which means that you have to run a linkage type clutch, unless you get a hydrolic throw out bearing. Then the drive shaft will have to be changed or machined. If you're really lucky, you'll be able to find an early third gen that had a four in it, and get the stuff from that car. Good luck. That's why I now have a WC-T5 in my car, and a T-10 on the floor.

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'82 Firebird, dead stock, 9 bolt disc rear, over 200,000 miles and still going strong, more to come...
http://www.spinfrenzy.com/stingerssx...easures.html#4

 

T5's may be Borg-Warner, but the point im trying to make is that t5's cant handle any form of respectable power....

 

I was able to get the extra length out of my original aluminum driveshaft by putting a longer yoke from a truck driveshaft on the end. I had to cut an inch off the end of it. It can get a little pricey to have a custom 2" longer driveshaft made when al you need is a longer yoke. My turbo 400 swap will use the same method.

 

They will stand up just fine for longer than most people think. "Respectable power" isn't a the main cause, non-respectable drivers kill more transmissions than raw power does.

 

Plastic? LOL!
The amount of garbage passed on as truth never ceases to amaze me.

With the engine you are proposing, the T-5 will handle that just fine, the heads will prevent you from making enough power to break the trans unless you break it from abuse.

 

I have more then 250 horsepower and my T5 is just fine. I dont drive like most of my friends that have the swap em out every week. As long as you dont "bang" gears and powershift it will last for a long long time.

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1991 Z28 5.7 TPI

ZZ4 heads, ZZ4 cam, Harland Sharp roller rockers, Accel base, SLP siamesed runners, 52MM SLP Throttle Body, Hooker Headers, Flowmaster catback, MSD6A ignition, Home made ramair system, aluminum driveshaft, WC 5-speed etc