Found 3 ways to adapt the S10 t5 to the sixes now, after a visit to a shop in Denver that gave me these measurements, trim .56" (9/16) from the input shaft and 1.31" (1 5/16) from the bearing retainer and trim .25 (1/4) of the transmission side of the clutch hub (Vega) to stop any binding problems. The second method is to make a 9/16" adaptor plate between the trans and bellhousing, instead of trimming input shaft, and the third way is to get the Advance Adaptors kit to mount a V8 in a S10 which will give you a hydraulic clutch, bellhousing and clutch (part #712547) but will require you to change flywheels to use a 10.5" clutch. (in the $500-$600 range)

Excellent post!
I've discovered the first 2 ways while trying to make an S-10 trans work and decided for several reasons just to go with the Camaro version.

I've been wanting to do a writeup on the T-5 and incorporate all these bits and pieces of knowledge together in one article so that others aren't as confused about this conversion as I once was. However, I'm away from my truck for another few months and need to refresh my memory on the intricate stuff and will wait until I'm back to do so.

Perhaps we can start a specific section similar to the recent new Forced Induction section but 'geared' towards the T-5 conversion only....

Brad, I think that is an excellent idea!! I will have to admit I am a fair mechanic, but if someone can show me the way to do something I don` know how to do----it`s better for me. This stuff is beyond my abilities, but if I got a blueprint I can do it. Thanks...52er

Three generations of transmissions. From the top, A '62 borg-warner 3sp + overdrive with the non-synchro 1st gear. Middle, an all-synchro Saginaw 3 speed. Bottom, a T-5 hybrid 5 speed. I say hybrid as the front end of the transmission is a Camaro- type with .63 overdrive, the rear of the tranny is of course the desired (for those of us desiring the forward shift position) shifter location from the S-10 truck. This positions the shifter in the middle of the floor rather than in the seat area (for us bench-warmers).

Here\'s another view , notice the fine spline input of the T-5, and the overall length comparison. Those of us going from earlier to later model transmissions will need to have our driveshafts shortened.

I honor all those who have blazed the trail for us, notably the beloved Jack Halton. Jack was one of the first people I knew who were retrofitting these modern 5 speeds to work in our old vehicles. There remains work to be done, for example, working out a myriad of clutch packages for future retrofitters.

Thanks to all, Cosmo.

Cosmo, I've got pictures very similar to those which I'll post someday when I'm back home and do my write-up.

Regarding the clutch package on the Camaro trans- just use whatever is recommended for the year of Camaro it came from; the S-10 tranmissions have several options depending on how, and if you're modifying the bearing retainer.

J-45;

There are many combinations/ways to do this. Please review the past posts on this subject here, under 'drive line' etc.

It has been discussed 'in depth', several times.

Good luck.

are these mods the same for both 235's and 250's? thanks.

Being quick to grab a good deal I bought what I thought was a T5 from a S10 but when I get it home and find a shifter for it it only has 4 forward gears???? From all outward appearances it a looks like the 5 speed. Is the shifter and tailhousing adaptable to a Camaro or Firebird T5. It is a chev transmision as it was still attached to the chev 2.8 bellhousing when I bought it. Or do I have another item for the gonna use it someday pile?

Some of the early S-10s came with 4 speeds.
You should find out what you have first. On the outer case there should be either a paper or metal tag beginning with the numbers 1352. Post the rest of the numbers and I'll check to see what you have.

The BW 4-speeds and 5-speeds in the S-10's have the same tailshafts, just different detent plates. You can use the 4-speed tail shaft to make a hybrid, just needs the correct detent plate.

Here is a pic of my camaro T5 next to my S-10 T5 (hybrid trans in works)

http://rides.webshots.com/photo/2479176730101989507gOTJtL

Also, see here if you want to make them bullet proof

http://www.fordmuscle.com/archives/2005/12/T5Rebuild/index.php
http://www.ddperformance.com/t5_parts__upgrades.htm

ARE BOTH SPEEDOMETERS CABLE DRIVE?

App. 89 and up had the electric speedo---88 and back had the mechanical speedo. Adapters are made for the electric to mech but are expensive. Depending on preference most of the S-10 four bangers had the deep first gear--better ratio of 3:79 in the V-6 trannys. The WC trannys out of the Camero`s were the best but need the S-10 tailshaft for the front mount shifter----good luck

While we're on the subject of T5 transmissions, I'd like opinions on the interchangeability of the tailshaft housings between NWC and WC versions. I know that they bolt on as far as bolt pattern goes, and it's commonly recognized that they interchange. However, looking at the Service Manual, the NWC version has a needle thrust bearing behind fifth gear synchro assembly that the WC version doesn't have. Does this thrust bearing seat against a counterbore in the tailshaft housing? I've looked at the NWC and WC tailshafts up close and personal and there is a difference in the way they're machined where the end of the countershaft locates. Comments?

Bob

A NWC tailhousing will work perfectly on a WC ,the 5th gear on the WC is retained by a snap ring,doesn't use a needle bearing butted against the tailhousing like a NWC.You should do a mock up though to be sure the 5th gear clears depending the the gear ratio.A little work with a grinder will take care of any interference between the tailhousing and gear.

Thanks, Tony P. Good info.

Bob

One more thing,you do have to deal with the speedo drive situation if you are swapping a S10 tail housing on a Camaro type T-5.I did what was mentioned here in Tech tips by the late Jack Halton more or less.If you need more info,contact me at apascarella@rochester.rr.com, Tony

Do any of the after market shifters fit the S-10 tail housing? My shifter is really slopy.( So's the one on the tranny!)

The T5 Camaro units fit. I have a Hurst (either a Billet Pro or a Competition Plus, not sure) shifter unit on my Nova. Coupled with a Hurst shifter it made a big difference.

Do the S-10 short shifters fit the Mustang trans (with the Mustang tail housing)? I'm looking at an older Hurst that's supposed to be for the S-10 (it has a longer stick, I need that for my A model).

No.
You'll have to get a shifter unit specific for the Mustangs. Tons of them on Ebay. You should also be able to find the right length stick there too.

Martin, Thanks the shifter on m son's Tremic for his Stude has a longer bolt patern. I'll look for a Camero unit. I miss third a lot, not good when you're on it!

Hey how does one get those fancy 5 star ratings?

Ask reasonable, well thought-out questions. Provide reasonable, well thought-out responses. Don't insult another BB member (even if that member may deserve insulting).

Thanks Hoyt.

Oh, Just remembered something: As a PS to my earlier post about the Hurst units, you'll need to get slightly longer top mounting bolts because the flange is thicker than the stock ones.

Martin, Thanks again! Stars I don't know where they came from. I think in my case it may come from being full of BS and being enthusiastic about spreading it around. Oher wise they must be someone elses stars.

i have a 4 speed T-4 ?! bolted to my 235 right now. the numbers off it are

15589582
02373
13-51-120
39105

it's bolted right to the 235's original bell housing but has a plate made from an old aluminum street sign in between them. i have no clue what clutch is in there but the fork is original.

i'd like to swap it to a 5 speed for long trips would i be able to just swap in a s10- t-5 ? i was told to use a 80's astro van 11" clutch disc with the original pressure plate is this correct?

Yes, the Astro van disc will work if your trans is a 14 spline output shaft. Jeep has a 14 spline but it is a 9 1/8" disc if you need to go smaller

I'm not familiar with these numbers. Maybe someone else can identify it.

all astrovan discs will not work. i tried 2 different ones. at least when trying to go behind a 235/261 with stock bh. i tried this & the hub in the clutch disc would not let the trans. go all the way up to the mount surface on the bh. if i remember correctly it was a 1/4". that's when i came up with the vega clutch hub swap. check the tech section. there's alink to it in jacks' article. some have suggested grinding down the astrovan hub. it looked a little short to me as it was so i was unwilling to do that. what i wrote was based on the best info. i had at the time. some have suggested the vega hub swapped into the larger disc isn't worth the cost. personal choice i guess. altho it may be cheaper with a different rebuilder than the one i used. if i had it to do over again i'd check out the clutch disc for v6 camaro. another thing i've since learned is the 14 spline input shaft & bearing collar for the nwc v6 camaro trannies is the same length as the older gm trans. & doesn't have to be shortened.
better yet is to stay with the 26 spline/2.95 1st gear v8 camaro version & s10 tailhousing like i've put together for my '50 coupe. better ratios and a little higher torque rating and readily available bolt in clutch. when i wrote the article i hadn't discovered ebay yet where these trans. go for 3-500 $$ all the time.
robert

Cooler, there is a article in drivelines on a great T-5 clutch package--check it out....Good Luck....52er

As part of the search for solutions I happened upon the McLeod Modular bellhousing ( www.mcleodind.com ) that consists of the bellhousing, spacer plates (which you can shim the 9/16" required) and the cap plate with the T-5 bolt pattern and choke ring. One of the advantages of this system is that you can change the spacer plates and cap plates to install a different transmission. (Ford,Mopar,GM,T-5,T-56, etc.)