Borg-Warner T5 conversion - Recently Updated Pages

Rear End

davidcwhite — Mon, 19 Mar 2007 11:23:05 CDT

This so far has been the hardest part, finding, adapting and modifying a rear end. The original rear end can't be used for several reasons, one it swivels the better part of 10 degress because of how the original torque tube is designed and there is no suitable donor third member for this axle housing.

So I ended up using a Chevy S10 rear end out of a 93' Blazer. The S10 doesn't have the best of reputations but that's because many people use them behind high power V-8's and blow them up. In my case 150 H.P. isn't going to be an issue. The specs call the rear end width out as 58" inches, but it's actually 59" because the brake drums are 3 1/2" inches wide instead of a normal 3". I figured it was close enough and a 1/2" each side shouldn't be a show stopper.

I wanted to keep my original 6-bolt wheels so I had complete new axles assemblies made up from Dutchman Motorsports. This was necessary because I couldn't redrill the 5 x 41/2" circle. They produce a great product at a great price very fast.

I kept the original spring shackles from the 37' because they were almost the same diameter as the S10 and allowed me to use my original U-bolts and hardware, plus they have a pin that locates the axle assembly correctly on the leaf springs. The coolest part is you can set up the axle pinion angle very easily because the whole assembly rotates slightly on the original spring shackles. Once the angle is set correctly tighten everything down and it's ready to go. I'll have the entire assembly welded in place once I'm on the road.

Modifying to fit

davidcwhite — Wed, 28 Feb 2007 12:09:35 CST

The T5 is about a 1/4" or so too long to fit all the way in to the engine which requires either a spacer or cutting the end of the front shaft. The front bearing retainer also has to be cut about 1/2" to provide enough free play to allow the clutch plate to disengage.

Stock unmodified shaft and bearing retainer (right)

Modified shaft with front pinion cut down 1/4" and bearing retainer cut down by 1/2". If you opt to use a spacer you may not have to cut either. Dry fit the tranmission several times and remember "measure twice, cut once". Dry fit the transmission with the clutch plate and not the pressure plate, that way you can figure out whether or not you've got enough free play to disengage the clutch.

The original throwout bearing for the 235 six was 1 7/8" which was too long to allow enough free play for the clutch. I used the smaller 1 1/4" V8 throwout bearing which gave plenty of room.

Once the transmission was in place the existing crossmember had to be modified to allow the larger transmission to fit

The center section is sectioned out to allow a 2" drop

This shows the finished piece with the K member on the left which holds the master cylinder and vaccum assist.

Home

davidcwhite — Wed, 28 Feb 2007 10:58:18 CST

There are many good websites out there that have great information about how to adapt a Borg-Warner T5 tranmission to a Chevy 6-clylinder engine. I had spent the last 5 years driving at 58 mph on the freeway and it was time for an overdrive. I just went through the drill and thought I'd document the procedure with as much information as possible to help those of you out there who are interested in how to do it.

Standard T5 with rear mounted shifter .................S10 T5 with mid-mounted shifter

The best article that I've found so far is by Grant Galbraith located at: Installing S-10 T5 trannies in AD Trucks, which gives a very good explanation about how to do the actual work. For other conversions check out the links on T5 conversions.

The first chore is trying to find the right transmission. There are lots of BW T5's out there but you want one from a Chevy S10 pickup truck.

In my case I needed to swap out my entire drivetrain on my 37' Chevy Master Deluxe Business Coupe. I had a nice 235 six out of my 55' truck and that's what started the whole project. I ended up with an 88' S10 tranny (1352-1459) that had the GM/Muncie bolt pattern.

After removing the entire original engine (216) and torque-tube rear end assembly, the search for the right flywheel/clutch combination began.

Since the engine was only going to produce about 150 h.p. it wasn't necessary to go any bigger than the stock S10 clutch disc of 9 1/8". You can go to the bigger 10 " Chevy Astro plate but it's just a matter of making sure the clutch, pressure plate and throwout bearing work. I used a V-8 pressure plate to match the bolt pattern on the original 235 flywheel, and ordered up the stock clutch disc for an 88' S10 pickup, which is 1" dia./14 spline.

37' torque tube rear axle housing

235 bellhousing with 9 1/8" S10 clutch
Next page

comments or additions can be directed to me at davidcwhite@comcast.net

Engine and transmission

davidcwhite — Tue, 30 Jan 2007 00:45:53 CST

T5 Links

davidcwhite — Mon, 29 Jan 2007 17:59:29 CST

Flathead V-8 conversion
Flathead V8
Mustang conversion
Mustang Swap
78-87 GM A/G body
GM

Borg Warner Specifications

davidcwhite — Mon, 29 Jan 2007 12:21:30 CST

BW Model	Original application	Engine	1st gear	2nd gear	3rd Gear	4th gear	5th gear

1352-005	1984 - 86 Chevette	1.6 L4	3.76	2.37	1.49	1.00	0.86
1352-010	1982 S10	all	4.03	2.37	1.49	1.00	0.86
1352-012	1982 S10	2.4 Diesel	4.03	2.37	1.49	1.00	0.86
1352-013	1983 "T" truck	4 & 6 cyl	4.03	2.37	1.49	1.00	0.86
1352-014	1983 "T" truck	4 cyl all	4.03	2.37	1.49	1.00	0.86
1352-033	1983 S10	2.0 L4, 2.8 V6	4.03	2.37	1.49	1.00	0.86
1352-042	1984 - 85 S10	2.8 V6	4.03	2.37	1.49	1.00	0.76
1352-043	1984 - 85 S10	2.8 V6	4.03	2.37	1.49	1.00	0.76
1352-055	1984 S10	1.9 L4 Isuzu	4.03	2.37	1.49	1.00	0.86
1352-056	1984 S10	2.0 L4	4.03	2.37	1.49	1.00	0.86
1352-057	1984 S10	1.9 L4 Isuzu	4.03	2.37	1.49	1.00	0.86
1352-058	1984 S10	2.0 L4, 2.8 V6	4.03	2.37	1.49	1.00	0.86
1352-101	1985 Minivan	4.3 V6	3.50	2.14	1.39	1.00	0.73
1352-102	1985 - 86 Minivan	2.5 L4, 2.8 V6	3.76	2.18	1.42	1.00	0.72
1352-107	1985 S10	2.2 L4 Diesel	3.76	2.18	1.42	1.00	0.72
1352-108	1985 - 86 S10	2.5 L4, 2.8 V6	3.76	2.18	1.42	1.00	0.72
1352-110	1985 S10	2.5 L4, 2.8 V6	3.76	2.18	1.42	1.00	0.72
1352-136	1985 S10	2.2 L4 Diesel	3.76	2.18	1.42	1.00	0.72
1352-145	1985 - 86 S10	2.5 L4, 2.8 V6	3.76	2.18	1.42	1.00	0.72
1352-146	1985 S10	2.8 V6	4.03	2.37	1.49	1.00	0.76
1352-148	1985 Minivan	4.3 V6	3.50	2.14	1.39	1.00	0.73
1352-149	1986 Minivan	4.3 V6	3.50	2.14	1.39	1.00	0.73