T-5 interest

[neuropel]

Todd, for some of your questions refer to the article I mentioned earleier, the answers are all there.

Ron,
I'm trying to figure out which article you mean? You mentioned a T5 article on the main google page, but what were your search criteria? Just "T5" brings up a lot of things. Using "T5 transmission" brings up the following:

Identifying and Assembling a T5 5 Speed

Is this the article you mean?

Thanks!
Todd

[namba209]

This would be a great topic to bring up in the chat room. If all the interested parties could agree on a time and date

[namba209]

Originally Posted by neuropel Ron, I'm trying to figure out which article you mean? You mentioned a T5 article on the main google page, but what were your search criteria? Just "T5" brings up a lot of things. Using "T5 transmission" brings up the following: Is this the article you mean? Thanks! Todd

Let's see if this works, here's the link for the gear ratios: The T5 page and at the bottom of the page there is a link to a Camaro T-5 Hybrid that shows the "how to" on changing out the tailshaft.

[Phoenix]

Keith Ludholm did a Chevette 5 speed for Dallas' spyder. The shifter is placed about 3 inches or so back from the orginal location.

Car-part.com has a bunch of Chevette 5 speeds from the gas engine, from what I can tell 82-87. Keith said Gas engine, not Diesel.

While not the best for a street application, you start talking about high HP, and close to 2 grand, what about the ZF transmission? Can that handle the numbers you guys are talking about? And I know that they're rare, I'm just saying...

[neuropel]

Well, in any case, it looks like the ONLY tranny I could use with the chevette bellhousing is the chevette T5 since the bolt pattern is different. It appears that the tail shaft housings are interchangeable, so a S10 tail on the chevette T5 might make for a nice 5 speed for a stock motor. No idea what the cost might be to get a chevette T5 beefed up for higher HP applications, or whether it's even possible. But I'm going to check.

Perhaps a better option might be stephen's adapter with a camaro T5 and S10 tail housing. This would give a close ratio 5 speed and put the shifter right. The torque rating for the NWC T5s appears to be on the order of 265 ft/lbs - that's LOT for an Opel CIH motor.

Todd

[Paul]

Originally Posted by RallyBob However the tranny is still only rated for 230 ft lbs with the S10 guts.

It would appear that 230 lb-ft of torque would handle most of the mild and moderate modifications to the CIH 1.9 and 2.0's, maybe even the 2.2, and some of the mild engine swaps...

Originally Posted by RallyBob Mustang T5 good for 330 ft lbs of torque.

This would cover most of the wild CIHs, turbos, and higher HP engine swaps

Obviously, there are many differing tranny options and engine modification levels. However, is it possible to drawn the line at a point where 2 or 3discrete tranny options could cover 95% of everyones needs. Or is that too optimistic....?

If there appears to be a natural brake between the two solutions, then it looks like it would be beneficial to define the separation point and help direct information to to complete both paths.

You guys are doing a great job of fleshing this stuff out. I know there are many sitting on the side lines very interested in the outcome, but don't have the knowledge to contribute or sort this stuff out for ourselves. Well, I know I don't...

Keep up the good work!

[RallyBob]

Originally Posted by Paul It would appear that 230 lb-ft of torque would handle most of the mild and moderate modifications to the CIH 1.9 and 2.0's, maybe even the 2.2, and some of the mild engine swaps...

I fully agree. This would cover 98% of us here in the US. There just aren't too many making that kind of torque unless we're talking about an engine swap.

[oldopelguy]

So, to me it looks like the Camaro v-6 T-5 with the S-10 tail housing is about the closest ratio we're going to easily get with the input shaft and bolt pattern I have in mind for this adapter. This hybrid transmission would be good for probably 175 hp and 200 ft-lb of torque without much issue, and would have a shifter coming out very near the stock Opel hole. It would also use whatever Opel clutch option already on the car. Expect such a transmission to cost in the $4-600 range.

We're pretty much all in agreement on these facts and figures?

Since these hp and torque #'s correspond pretty close to the limitations of the rest of the stock Opel drivetrain, this creates a natural break in applications, I would think: This transmission configuration would be suited to stock or mild engine upgrades where the stock rear end is retained. If your application needs more axle than stock, then it probably needs more transmission than this as well.

Agreed?

If your horsepower aspirations are such that you were already planning on needing an axle upgrade, for round #'s let's just say 200hp or so, then we need to persue other options. Also, if you need tighter gearing for racing applications, you would want something else.

Agreed?

As to other ideas using the T-5, do we agree that we have the following?:

-Looks like the S-10 tail housing can be adapted to even the Mustang transmissions, so for applications looking to use the stock shifter location we can pretty blanketly say to use the s-10 tail on whatever T-5 you use. For a closer location you would want to use a different tail housing.
-Looks like the Chevette t-5 has closest ratios, but it's a rare bird and not very high hp rated. This would be the best solution for racey performance on a nearly stock motor and stock drivetrain, assuming you could ever find one.

Issues still outstanding?:

-Since the Chevette bell housing uses the Ford bolt pattern, it may be possible to bolt the Ford transmission to the Chevette bell housing directly. This would yield both good ratios and high hp capacity, and is worth seriously looking into. We know where one such bell housing is right now, would it be possible to get Lakewood or the like to make up a copy in a scattershield?
-The adapter for the v-6/4-cyl S-10/Camaro trans to the Opel bell I'm trying to get built would also allow bolting in other 70's GM transmissions, including t-10s and Corvette 4+3's. These transmissions have excellent ratios availability and strength, but do not have overdrive. Would these be worth considering for race-only applications?
-Other discussion items?

[yellaopelgt]

So the question at hand then might be......Is this tranny combo realistically easier to obtain/cost/piece together than the Getrag?? And...in my application.. would the shifter location work in a GT??? I think the biggest reason I dont just go ahead with my Omega 2.4 tranny transplant is the fact that I refuse to cut up the tunnel.And to move the motor mounts forward 3" to acommodate it doesnt thrill me either. A bullet-proof tranny at low cost has been on most of our minds for years. Its just to actually see one in a car that makes this hard to believe. I'm sure its do-able, (for the mechanical guru's) but for a guy like myself with limited skills, what we are looking for is a "dummies" version.Bolt and go would be a slice of heaven.
Joe

[RallyBob]

Originally Posted by yellaopelgt I think the biggest reason I dont just go ahead with my Omega 2.4 tranny transplant is the fact that I refuse to cut up the tunnel.

Do you have any detailed close-up pics of the shifter itself? From multiple angles? Maybe it can be modified to fit, you never know!

[yellaopelgt]

I'll get some pics up tonight for you.....and I'll put them in the crate motor part deux thread so I dont clutter this one up!!
Joe

[opelnut10]

Originally Posted by RallyBob Do you have any detailed close-up pics of the shifter itself? From multiple angles? Maybe it can be modified to fit, you never know!

There are several after-market shifters available for the T-5, Mustang, Camero S-10 truck and on and on. I was looking at a Mustang shifter to make the S-10 T-5 placement come out in the right place in a GT and not have to modify the hole location. Google up T-5 shifters and you will see lots of shifter options, some being short throw (less movement of shifter handle) and they all fit the T-5

[namba209]

Folks, I just thought of something I had to do on Willit? You remember, my main concern on my engine swap was to center the shifter in the console hole. My first attempt failed due to my lack of concentration. I used the front set of holes (manual tranny) to build my first subframes, that put the shifter up against the front of the hole. Then I modified the subframes, moving the mounting holes back 2.5" to pick up the rear (auto tranny) holes. This required adding a 4" X 6" X 1/2" plate to the rear of my original tranny subframe to pick up the tranny mounting pad and notching it on the front to clear the diagonal casting web on the bottom of the tailshaft housing. All this is covered in detail, including pics in Phase II of my Engine Swap articles. One thing I must reiterate, if you do center the shifter in the console hole with an S-10 tailshaft housing, there will be less than 2" between the U-joints on the driveshaft, if you use the S-10 front yoke with an S-10 U-joint and the Opel rear U-joint. I'm hoping Stephen has figured out where the shifter will be using his adapter with the Opel bellhousing. If it's within, say, 1"-1.5" forward of center in the console, there shouldn't be any problem, if it's further back than centered, there won't be enuff room to put in any driveshaft.

[davegt27]

I know most people have seen these but just in case someone missed them

http://www.opelgt.com/photos/data/50...warner_T-5.jpg

http://www.opelgt.com/photos/data/50...vy_S15_T-5.jpg

http://www.opelgt.com/photos/data/50...07S-15_T-5.jpg


Davegt27

[neuropel]

Originally Posted by oldopelguy -Since the Chevette bell housing uses the Ford bolt pattern, it may be possible to bolt the Ford transmission to the Chevette bell housing directly. This would yield both good ratios and high hp capacity, and is worth seriously looking into. We know where one such bell housing is right now, would it be possible to get Lakewood or the like to make up a copy in a scattershield?

How about the input shaft side of the mustang T5 though? I think it's 1 and 1/16 and 10 spline versus the S10 1" and 14 spline. Changing the input shafts changes the gearing too, I'm fairly sure. If it's do-able, we're gold, but I have my doubts on how easy it is.

I will DEFINITELY donate my bellhousing to whomever wants to try to make copies, templates, or whatever. Just let me know.

Todd

[oldopelguy]

Originally Posted by neuropel How about the input shaft side of the mustang T5 though? I think it's 1 and 1/16 and 10 spline versus the S10 1" and 14 spline. Todd

I think it would be easier to find a clutch disk to work with the Mustang input shaft, but I have done no research on that at all.

[RallyBob]

Originally Posted by oldopelguy I think it would be easier to find a clutch disk to work with the Mustang input shaft, but I have done no research on that at all.

It should be relatively simple. I did this when I fitted a Getrag 265 tranny with an S-10 clutch, I had a custom disc made to fit the 265 spline, only cost about $140.

So using an S-10 pressure plate with a custom disc to fit the T-5 should be no issue either.

[namba209]

Originally Posted by neuropel How about the input shaft side of the mustang T5 though? I think it's 1 and 1/16 and 10 spline versus the S10 1" and 14 spline. Changing the input shafts changes the gearing too, I'm fairly sure. If it's do-able, we're gold, but I have my doubts on how easy it is. Todd

That may work if the pilot bearing end of the input shaft is the same. If not it may have to be either machined down or built-up then machined down. Another cost factor added.