Kinda sounds like your clutch isn't fully disengaging when you push the pedal in. Might want to try bleeding the clutch hydraulics and see if that helps. Your slave probably isn't pushing the release fork in far enough. That would also make it hard to shift gears when going down the road.

 

There are lots of reasons why it might stall, but it would appear that your problem is engine related. Good compression is essential, but there's a lot more to making your engine run properly under a load.

 

What are GOOD performance clutch options for a non wc t5? I've got a 87 z28 with bad 305 that's being replaced with a 357 and know stock clutch is pooped out.

Was looking at Zooms clutches from Autozone ranging from upgraded friction disc/pressure plate to kevlar street/strip with best pressure plate offered

 

Looks like I am stuck with my T5 again for a little while. Anybody have idea why my transmission might be eating tailshaft bushings, causing vibration? I have installed two of them. It fits snug in the tailshaft, and runs very smooth, no vibration for 2-4 weeks until the vibration returns, and found it is worn. The inside of the tailshaft looks OK. In between changing them, I went to an inland empire aluminum driveshaft, but same problem. I wonder if the issue may be in my rear end, sending vibration up the driveshaft. I do have a poly trans mount...

 

It's the poly mount. Switch back to rubber and your issue will go away.

See this thread

https://www.thirdgen.org/forums/tran...ison-pics.html

 

Thank you very much. I have the ES engine and trans mounts... Now that I think the problems started when those were installed. I went poly because I had an oe style trans mount literally rip in half, and had the shifter come up about 6" and hit the palm of my hand right after a hard shift. Was pretty startling. I also have an ES torque arm mount. Time to get some NICE (not Autozone) oe style equipment.

 

Will the t5 out of a 93 or newer camaro 3.4 fit the splines in a 92 3.1

 

short answer - no.

Long answer - it's the wrong splines. scroll back a few pages, you'll see where I built a franken-tranny using a 95 or 96 V6 input and gears in a W/C case.

 

most popular mod in old Chevy trucks is the "camaro" T5 swap, most of what is said will not work here, they do without fear.


http://lugnutz65chevystepside.weebly...info-page.html

http://lugnutz65chevystepside.weebly...n-rebuild.html

 

Can a mustang tailhousing be used on a gm trans? If so what would need modified?
The trans I bought came out of a firebird, but also came with a mustang tailhousing as well.

the guy said it was to move the shifter location foreward a couple inches.
but it looks like the speedo housing is in a different place?
Would the shift rod need shortened?

Chris

 

Here's a question I haven't seen addressed in this thread.

If I use a t5 from a 92 on my 89 Camaro, do I have to get one of those electronic speedometer adapters to operate my speedometer?

 

It depends on what you have now. If your car has a mechanical speedo, then you can swap the mechanical unit from your old trans to the new one.

If both are electronic, swap the VSS from the old trans to the new one.

If you are swapping auto to 5 speed, you can't swap the VSS because they are different.

 

I have an 89 WCt5, but the V6 version. I want to see of there's any reason to avoid the T5's that came on cars with eletronic speedometers when I swap to a v8. Doesn't sound like it's a problem.

If I can find one, I would rather have a v8 t5, though I know if I have to, I could use my v6 one with a new bell housing

thanks!

 

The main differences are input shaft splines and gear ratios... others have done it.

You need a different clutch disc... I believe there's one for an S-10 that fits. If you look back in this thread, I think someone has already mentioned that.

 

thanks, I saw that info, but I was lost about the difference between the electronic and cable driven speedometer. wanted to make sure I didn't need one of those $300 boxes like you use for T56 swaps

 

guys can they be built to handle like 400 lbft? cause im not sure if i want to go with the more exspensive t56 even though it is great. im just saying would it be cheaper too have it built?

 

Another question if I am looking at a t5 that's already out of a car, how can I tell if the one I'm looking at has the .62 5th gear like came on the 3.08 rear ends, or the other one (.76?) that came on the 3.45?

Is there a way to tell without cracking it open?

 

Yes. Monster transmissions in Florida advertised that their rebuilt kit for a World Class can be built to handle about 350 ft. Lbs.

However their site lists their built T5 capable of handling 400 ft. Lbs. https://www.monstertransmission.com/mobile/T5-MANUAL-Transmission_c_3943.html#page-27 (You're going to have to call and ask if there is a difference between their rebuild kit and their T5. On the Ford Z-spec T5 they cut a groove into the input shaft to use a Tapered Main Bearing I believe and that was how Ford got a 330 ft. Lb torque capacity rating instead of 300 ft. lb for the GM T5. GM switched to the T56 and the Cobra Z-spec T5 came out in 93.)

It was rumored that the groove and front tapered main bearing could actually withstand 400 ft. Lbs but...GM T5's never got that treatment. Not sure if Monster Transmission is cutting that groove in for that and selling a different rebuild kit for T5's without that groove on the main shaft for a tapered main bearing.

 

Thanks for all the info still debating on what to put in since im putting a 389 pontiac in it and not sure what trans to go with since i found a bellhousing to mate the two together. trying to just see what my options are.

 

There seems to be some discrepancy to me on this T5 transmission. I just found an 85 Z28 HO got the trans out of it for 200 and now everything I'm reading says its a V6 transmission. How's this possible when i saw the motor.... real 305 4bbl HO ?

 

put a V8 bell housing on a v6 transmission, and you can use it. The gear ratios will be a little messed up, but it will work

 

Well id assume I shouldn't need a bellhousing...it came off a V8....but Do they make new internals that will up its torque for use on a stock 350.... my stock 305 is toasty at 210K? Such a pain in the *** this is becoming!

 

If you are going to push it, no t5 will stand up to the abuse of a 350. you're better off getting a t56 or a g-force transmission

 

I have been meaning to put this together for a while now.

Made it as accurate as I could, some info from Borg Warner contradicts the information that GM has. Some ratios listed by GM and some ratios in the old Borg Warner information I have are both incorrect.
For example the 1985 GM restoration package (page 66, http://www.gmheritagecenter.com/docs...let-Camaro.pdf) lists the 5th gear ratio for the 2.5L (ML3 option code) T5 as 0.86 but it is really 0.72 when you do the math.

Had a hard time finding info on the birds but I belive it was the same as the camaro's.

 

would a t5 from a s10 work in a camaro with a 305?

 

No, shifter is in the wrong location. No torque arm mounts.

 

This question probably doesn't really fit in the Camaro category but I'm referring to a WCT5. I would like to put a five speed in my 66 El Camino with the 327 and 410 rear gears. I have the opportunity to get the five speed with the flywheel bell housing etc. I was hoping to know if it would last very long.

 

T5's are fine for daily driving. They don't like sticky tires and hard launches.

 

I have an '89 WC T-5 and I recently unhooked the speedometer cable from it to change the cable. When I unthreaded it, a little bit of transmission fluid came out of the hole in the tranny. Even though I reconnected the new cable it is still leaking there. I'm not sure why. I fairly recently replaced the "Bullet" inside of that hole (w/ new O-Ring) as well as the driven gear.

thanks

 

T5 T-5 transmission to 235 inline or V8 with 10 spline the easy way (1 2)
http://67-72chevytrucks.com/vboard/s...d.php?t=644565

 

Doing my T5 swap...

Is the starter the same from Auto to Manual on a 3.1 V6????

 

Also, what is the big stack weight on the tailshaft?

 

Yep, starter is the same...

 

Ok so I've got a 1984 S/E w/ six and 5 speed manual. I assume this is a t5. Now all I've been able to find is "use ATF" Use ATF"... and now I see the earlier ones use gear grease. what vis? and how am I assured that this tranny is the original so as needs grease and not tranny fluid. I have dumped the old stuff and put in atf due to what I have read and seen on youtube etc. It seems to work OK and no bind up so..... what now? thanks in advance..

 

The T5's that require ATF are the World Class units, which were put in F-bodies from 1988 to 1992. The Non-World Class T5's were used from 1982-1987, and those are supposed to use 90 weight gear lube. I guess you'll be alright using ATF in an earlier unit, but gear lube is what they originally call for. They switched to ATF in the World Class units because the synchros in those have a fiber lining, which is the same material that's used in automatic transmission clutches. Gear lube doesn't agree with the fiber lining on the synchros.

 

My 85 shop manual calls for ATF. Frankly, I think GM flip-flopped all over the place on their recommendation.

JamesC

 

Huh, guess they decided to switch to ATF earlier than I thought. Oh well, they probably shift better with ATF anyways since it's thinner than gear lube. I've heard of other guys saying they've used 30 weight motor oil in them as well.

 

Bob Hanlon of Hanlon Motorsports is a transmission specialist. I've used him a few times, and he told me flat out, "If it's a T5, I use ATF."

He told me that when I was rebuilding a NWC unit for my son's V6 bird.

 

Yeah, my cheap Haynes manual said to use the 90w gear lube on my original '83 trans. Made it hard to shift and clunky…ended up using ATF in that one and everything was fine.

 

Oh yeah, I've heard of Bob Hanlon. If he recommends ATF I would definitely trust his judgment.

 

The T5 in my Trans Am whines in all gear, it's stronger from first to third but can still be heard in fourth and fifth.
It works flawlessly, it shifts smoothly except going from third to second sometimes requires a little effort when cold.
It's just noisy.
I used ATF at first, then I read the NWC didn't need ATF, so I switch to 75W90 (Castrol Syntrans), but it did not make any difference.
I have driven barely 500 miles since the end of the restoration, which lasted five years, I didn't rebuild it since it was working fine. I don't recall that noise back then, but I can't say for sure.

Anything I could try besides rebuilding it ? I find it odd it would be working great if gears had moved or were out of sync.

I know this has been discussed here and there but couldn't find any clear help.

 

I have a firebird 89 V6 and the T5 is from 88, but I guess its the original one in the car.
I have changed the bellhousing and all clutch stuff.
No I want to put oil on. My only option I guess is to use the shifter hole to put the oil in.
Some idiot before me has broken the upper nut.
So I can even check the level of oil in it.
I do not think I got any oil in it, for itgot out when I did remove the T5.
But how much oil shall the gearbox have?
I have seen that some used 2.5 liter ATF oil in it, But i am not sure if that is correct.
What happen if I use to much oil in it?
Does anybody now the correct amount of oil in it?

 

I believe all T5s take 2.8qts to fill. But you should always fill until it comes out the hole. While the trans it out drill out the plug.

 

So about 2.7 liter.
Well like I did say I can not do that as it mounted and its now way I will remove everything again.
So I will fill 2.7 liter :-)

But what will happen IF there is to much oil?
Do it push oil out if it seals?

 

So anyone have a firm place how hard you can push one (assuming everything is right and nothing worn out) before they give up?

 

Not really some guys here have 30k+ miles behind a 400hp 350 and other guys broke them with a stock 305. Mine is lasting just fine but I am not running slicks.

 

I'm hoping to run 12's behind a "stock" 305 with some stiffwall MT slicks... I have another trans that is getting swapped in eventually but I don't have where to do it and it's not ready, so i'm hoping not to blow up the T5... but I don't have that much hope for it...

 

Do any alterations need to be made to a world class t5 used in the fourth generation for the v6 model in order to put it in a third gen with a 305? My tranny is kinda **** and a friend will sell me his totaled fourth gen for $300. If it is easily compatible am I making a good decision here?

 

If I remember correctly, the 4th gen, V6 T5 has a different mounting pattern where it bolts up to the bellhousing, and both the 3rd and 4th gen V6 T5's input shaft is about 1/2 an inch longer than the V8 T5 input shaft, so you'd have to cut off that 1/2 inch where it goes into the pilot bushing. For 300 bucks it might be more hassle than it's worth to get it to work in your V8 3rd gen. Not sure how you'd be able to adapt it to a 3rd gen, V8 bellhousing.

 

The spline count on the input shaft of the V6 vs. V8 transmissions is also different. You would actually need to swap out the input shaft of the V6 trans for the one from the V8. That solves the input shaft length problem, as well as the spline count difference. I believe the bolt pattern for mounting to the bellhousing is the same.

With that being said, it's way more of a PITA than I'd be interested in tackling. Just look for a V8 T-5 transmission from another 3rd Gen and make the swap easy & painless.

YMMV.