I have an '82 T/A 305, 4-speed, mechanical clutch...ect. I was at the junkyard getting a steering box and they just brought out a '84 camaro V-6 5-speed, hydraulic clutch.
I grabbed the whole package master cyl. ect.
come to find the bolt patterns are different so I reluctantly bolted up my bellhousing and installed it with the crap clutch setup.
Almost done and the drive shaft wont fit.
QUESTION: Do I need to get a newer bellhousing from a hydraulic clutched V-8 tranny or will the V-6 tranny not work at all. I bought a 14 teeth clutch already. Sorry for the long post. I've put the 4-speed back in so I can go to work. Saginaw.
All replies will be greatly appreciated.
thanks

 

Well, basically the whole problem with putting a V6 T-5 Tranny behind a V8 is the different bellhousing and the 14 spline clutch disc vs. the 26 spline clutch disc on a V8 tranny. The T-5's are like identical looking except for the input shaft. The V6 T-5 is weaker and not rated for as much power as the V8 tranny, but it should work being that you have the "special" clutch disc to mate it together. You would need a T-5 bellhousing from a V8 camaro/firebird. I don't know about the driveshafts on the 4 speed cars. But all the 700r4/t-5 cars used the same shaft.

What type of clutch disc did you get? or for what application was it originally for? I'm just curious.

I have heard of a couple people making it work, however I have not seen it done personally.

Steve

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- the 92 RS is gone..
- 1984 Z28 with 89 bumpers and ground effects.
- 355 with ported World S/R Torquer Heads, 214*/224* .471/.496 lift cam, Crane 1.6 Full Roller Rockers, 2500 non-lockup stall converter, Holley 750 carb, Edelbrock Performer intake, Hedman headers with custom 3" Flowmaster exhaust, Lakewood LCAs, Powertrax Locker with 3.23 gears.
- http://s84z28.fbody.com

 

Thanks Steve,
Your info is very much appreciated. I will make this work; even if I have to shorten my driveshaft 2 inches. But I think the bell housing will fix the problem. I posted a clarification message after I read my first post but you knew the problem/solution anyway. It is my first time on this bulletin board and now realize I could have attached my 2nd. note to the first one. Or I should have changed the title. I wouldn't post the same message twice as that is a waste of time and space. I'm learning.
The clutch disk i bought is for a 1984 V-6 car. The diameter is not that much smaller than my old one. Surely it will wear out sooner. I know I should get a world class or T-56 and I'll probabbly chew this tranny up within a year, but; it cost under $100 with master & slave cyll. at a U-PULL junkyard; and looked like it was brand new, smooooth shifting...no leaks... plus the savings in gas in a month will pay for it. 120 freeway miles per day. Easier on my 305 I'd imagine as well. plus I'm stuck with it so if a bellhousing is all I need than i'm there. Anyone wanna trade a v-8 bell for a v-6 bellhousing or just sell one?---> sweet.

 

Yeah, it can be done easily....just the way you said. V8 flywheel, PP, V6 clutch, just need a V8 bellhousing and V8 clutchfork and the rest should be the same as a regular 4spd to 5spd swap

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1984 WS6 Trans Am Hartop
Former L69 Car under restoration
1984 WS6 Trans Am T-top car
4-bolt main 350, headers, Holley 650, T-5 and 3.23's.
Daily driver and restoration

[This message has been edited by 84FTA (edited November 06, 2000).]

 

Thanks for the reassurance. I feel confident to go buy the bell and not get stuck with a nightmare trying to make something fit that won't.
I've found this website to be the BEST place yet to get a problem solved and I'd like to say "thanks" to all who worked, and are working on Third Gen.