hey has anybody put a 350 infront of a v-6 t-5. if so what was the outcome. do they break or what. whats the big difference

 

As far as I know, the V6 bell housing is different from the V8 and they wont bolt up. Not only that, I think the splines may be different too.


Max,

 

i think all you need its a bell housing from a v8 to bolt it up the down side its that v6 t5s cant handle the torque of a v8 engine so they brake down faster good luck

 

Worse, you hafta call Centerforce for a clutch and flywheel with the smaller input splines for the trans, because the V6 clutch disc requires the V6 pressure plate, which can't be bolted to the V8 flywheel. You can't just drill the flywheel yourself, you'll create problems you can't fix.
The Centerforce parts are intended for the SBC-into-Fiero swap kit from V8Archie.

 

It's doable, yes. You need a new bellhousing from a V8 T5, a 153-tooth V8 flywheel, a V8 pressure plate for a 10.4" clutch, and one of a couple clutch disks. You can either use the Centerforce one made for the V8 swap on Summit(this is the "correct" one to use as its 10.5" which is the same as the v8 clutches), or you can use a clutch from either an 82 GMC S15/Chevy S10(9.6875") or from a 91 Chevy S10(9.125) or an 89 Chevy Astro Van(11") is supposed to fit as well. If your T5 is not a "World Class" it is generally not recommended as the torque rating on those is not realistic for use behind a 350. I think its around 250lb/ft. Using a "World Class" one will last a bit longer, but even those are only rated at 350lb/ft.

 

All of the above -and it also depends on the "V8" you have it behind. My 8v T5 went south after a year behind a stout L98 with Nitrous. Now I'm looking into the G-Force T5 upgrade. $3k is kinda stout but so is the tranny!

 

I ran a(3 total) 4th gen V6 WC t5's in my land barge. Just like any other T5, you will break 3rd gear sometime. Maybe not the first month you drive it, maybe not the first year, maybe the first time you nail it. I beat all hell out of them and they took it...for a while, then they grenaded.

The late-models are 26 spline, but yes, the V6 bolt-pattern is different than the V8's standard pattern. I run a "scattershield" steal belhhousing, so I just drilled/tapped the holes.

- Don't waste you money on the G-force T5 "upgrades". The case will still be weak and it will still break. It should/will last longer, but it will break. If you need more than a T5, you need more than a T5. Step up to a TKO, it's cheaper than the G-force internals and it will actually live continuously behind a stout motor. - G-force's power ratings have many times been proven to be totally bogus. Basically if you put a weak clutch in it and have no traction it will handle some power...gee imagine that....

 

Yep, it's 3rd gear that went. Or at least it went shifting into 3rd. Now all I have is 4th. That's it! Pulled it out last night and am still deciding what to do...

Thanks for the heads up on G-force internals. What about the TKO? Is it a direct replacement? I already have a good clutch and shifter and would like to reuse them.

 

Sounds like you stripped the cluster and/or 3rd gear. That's typical; I actually did all of mine under power, not during a shift. The weakness in a T5 is the case, not the gears. The case deflects under load, the higher the load, the mroe the deflect, it just gets worse and worse until it breaks. 3rd gear is in the middle of the cluster/mainshaft, therefore it has the most leverage to deflect. Straight cut gears(g-force dog ring stuff) don't push apart nearly as bad as stock helical type gears, therefore they will last longer, but you're still beating a dead horse, and paying more than the cost of a TKO. - I'm not sure how "drop-in" a TKO is with the stock type bellhousing. Your clutch will be fine, but the shifter is different. It has the standard 1-1/8 26 spline input and it uses the standard 4-bolt pattern. I'm sure there's info available on here, hit up the search key. - Sorry I can't help more, I don't use the canted bellhousing or the hyd clutch system.