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Thread: T5 help on a project car

  1. #1
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    T5 help on a project car

    so i have a mixed bag of parts here. my car is a 85 Jaguar with a 1999 buick regal L67. im trying to convert the car over to a T5 using a 98-02 L36 flywheel, a 98-02 L36 26 spline clutch and the transmission ive choosen to do it all with is a 91 S10 trans with a 60*v6 bellhouse.

    so im trying to figure out how this is even gonna be possible. the S10 shifter location is way too far forward for it to work in my car. plus its a 14 spline input shaft. can i change it to a 26 spline or do i just need to source an F body trans? since the S10 has a longer input shaft will my bellhouse bolt up to an F body T5 and still allow proper input shaft clearance? can i change the S10 trans to a camaro style shifter location?

    would i be better off with a 98-02 trans?
    i have so many questions. i dont know how to tackle this.
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

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  3. #2
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    You would be better off with an F-Body trans. The S10 trans is not that strong, at all, although the newer T5 isn't that strong either, it is much stronger than the S10. I bet you would be able to find a transmission for about the same price as the input shaft alone, if you looked hard enough. You are also going to run into bellhousing problems. The newer T5 is going to be based off of a Ford pattern and the 60* is a GM pattern. Meaning you would also need an adapter for your S10 trans to even bolt up to the L67.

  4. #3
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    well the s10 trans is rated to 280lbft and the fbody is rated to 300lbft..... the difference is near as makes no difference in my opinion.

    and the 84-92 Fbody is the same bolt pattern as the 84-92 S10. so thats not an issue.

    i think what i need is a
    98-02 flywheel
    98-02 pressure plate
    98-02 throwout bearing
    91 S10 slave
    84-92 14 spline clutch plate same diameter as the pressure plate and flywheel
    84-95 F body case cover and tailhousing to convert the shifter position
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  5. #4
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    Quote Originally Posted by M90power View Post
    and the 84-92 Fbody is the same bolt pattern as the 84-92 S10. so thats not an issue.
    Right, but that isn't the issue. The back of the L67 is going to be a Ford pattern and the bellhousing on the S10 will be a Chevy pattern. You will either need a new bellhousing or an adapter plate.

    Also the spline on the S10 is 14 and the spline on the 4th Gen T5 is 26. The lower spline count will mean a weaker input shaft, hence the S10 is not as strong as the 4th Gen T5.

    Back to what I originally said, if you were to look for a T5 out of a 4th gen you will be in a better position, dollar for dollar, than if you were to stick with the '91 T5. But, it isn't my build, good luck with your decision. I will be curious to it's outcome.

  6. #5
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    The 60*V6 S10 bellhousing will need to be cut for the 3800 starter location. You can use the 3800 pressure plate with a S10 2.8 clutch disc since the S10 trans has a 14-spline input shaft. An F-body tailhousing will swap over but you may loose your VSS and the trans mount will be tilted.

    Around here 3800 T5s are pretty rare, but you could use an F-body V8 T5 with your bellhousing (modified) or an F-body 2.8 bellhousing (dual starter pocket bellhousing). In that case a 93-95 F-body 3.4 clutch would be perfect (and bolts just fine to the 3800 flywheel).

    Strength wise an F-body V8 T5 is one of the strongest T5s available. F-body V6 T-5s are about as weak as the S10 variety, mostly due to the gearset. However IIRC all 4th gen T5s and 94-95 S10 T5s also have the W/C upgrades, but not the stronger gearset (with the 2.95:1 1st gear).

    There are soooo many variations of the T5 and so many ways to make one work for your application lol.

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    Quote Originally Posted by caffeine View Post
    Around here 3800 T5s are pretty rare, but you could use an F-body V8 T5 with your bellhousing (modified) or an F-body 2.8 bellhousing (dual starter pocket bellhousing). In that case a 93-95 F-body 3.4 clutch would be perfect (and bolts just fine to the 3800 flywheel).

    .
    first off, dude youre a lifesaver. the info is greatly appreciated

    modified in what way? just starter location cut? i can handle that. my concern was that the S10 bellhousing might be longer front to back to accommodate the longer 14 spline input shaft.

    and your saying a 3.4 clutch will work with a V8 trans and input shaft? i had my eye on a 6 puck ceramic/copper 26 spline 98-02 3800 clutch. any way to make it work for either the S10 or V8 trans?
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  8. #7
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    T5 help on a project car

    Bellhousing modified for starter location. The clutch fork pivot pin MAY also need to be extended to make up for a difference in flywheel thickness (not terribly difficult).

    Mostly the difference between the 3800 and 3.4 clutch is the throwout bearing (3800 uses HTOB which needs the unique 3800 T5 front bearing retainer).

    Input shaft lengths are very similar/the same between 26 and 14-spline variations. The 14 spline input shafts are used on pre-94 S10 T5s and pre-93 L4/V6 F-bodies. 26 spline input shafts are found on 93+ F-body T5s, 94-95 S10 T5s and all V8 T5s that I'm aware of.

    Also be aware that the trans-bellhousing bolt pattern is the "Ford" style for 93+ F-body and 94+ S10 T5s. Which is why in order to use your bellhousing you can't just bolt on a 3800 T5.
    Last edited by caffeine; 10-09-2014 at 06:39 PM.

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    wow. you seem pretty knowledgeable. thanks for the info.
    3800 flywheel
    3.4 friction plate
    3.4 pressure plate
    3.4 throwout bearing
    S10 clutch fork
    modify bellhousing
    ???
    profit?
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  10. #9
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    This year I mated a V8 T5 to a 3500 V6 using an F-body V6 dual pocket bellhousing and an S10 tailhousing. I custom modified the V8 T5's front bearing retainer to mount a 3800-style HTOB since it was going in an MG Midget and using the stock clutch fork setup would have required notching the frame rail for space.

    I also drilled/tapped the bellhousing's extra bosses to mount the transmission straight up (F-body bellhousings normally mount the trans on an angle. In the case of the 2.8 bellhousing, it has holes to mount the trans straight up, but they are not drilled all the way through or tapped).



    I was also the first one to use a T56 behind a 60*V6


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    thanks dude. im gonna start ordering parts.
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  12. #11
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    Quote Originally Posted by MinnesotaFats13 View Post
    Right, but that isn't the issue. The back of the L67 is going to be a Ford pattern and the bellhousing on the S10 will be a Chevy pattern. You will either need a new bellhousing or an adapter plate.
    wait... what? youre saying that my L67 is a ford patterned bellhousing and not a 60*V6 bellhousing?
    sooooo how did my 60*v6 700R4 or 60*V6 4t65E bolt onto the motor?
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  13. #12
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    No no no. The T5 that comes behind a 3800 in its natural habitat has the 'Ford' style trans-bellhousing pattern. The bellhousing pattern is NOT the same as the trans-bellhousing pattern.

  14. #13
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    When I say trans-bellhousing it means trans TO bellhousing not trans/bellhousing. Haha

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    i get that. i thought he was trying to imply that my L67 bellhouse pattern wasnt 60*v6 pattern

    heres the clutch ive decided on. this should be compatible as its a 93 3400 clutch. but i just wanted to see if you spotted anything wrong before i dropped the cash
    http://www.ebay.com/itm/170660504924
    Jaguar XJS: L67 swapped, slammed, gutted, 12psi

  16. #15
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    That clutch should be fine as long as you're using a trans with a 26-spline input shaft. I'm not 100% sure the pilot bushing is the same but that should only be a couple bucks if you have to buy it seperately.

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