It seems like not a lot of F-bodies came with the five/six speed. I have only found one at the pull a part and it was already gone. Is there any other good source vehicle? From what I have read a V6 transmission is not strong enough.
4-5 speed swap....is it worth it?
- Thread starter bill
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A manual is a blast to drive. It's also a dying art. I just drove a turbodiesel Mazda 626 wagon with the 6-speed in England two weeks ago. At least my feet knew what to do! :lol:
I have the 697 bellhousing between a 400 SBC and a Tremec TKO600. I found the bell in a rotten 1978 EC SS with a factory 350 and Saginaw 4-speed. And of all things, it came with a 168 tooth flywheel drilled for a 10.5 inch clutch.
For the amount of work required to switch to a manual, go with the 606 and 10.5 and a T-5 from a Camaro. Drive it until you break something. Then buy a steel bellhousing and go for an 11" or 12" clutch. The funky curved fork can be ditched for a hydraulic setup at that point. When you are ready to really do this swap, I have many of the parts you will need to make this change, including a WC T-5 and the necessary brand-new gears to make it into the uber-rare 2.95 / 0.63. Some assembly required. Just bought a 200-4R for the wagon, so I will not need these anymore. I have to round everything up and decide what they are worth to me. The biggest headache believe it or not was fitting headers around the Z-bar.
I have the 697 bellhousing between a 400 SBC and a Tremec TKO600. I found the bell in a rotten 1978 EC SS with a factory 350 and Saginaw 4-speed. And of all things, it came with a 168 tooth flywheel drilled for a 10.5 inch clutch.
For the amount of work required to switch to a manual, go with the 606 and 10.5 and a T-5 from a Camaro. Drive it until you break something. Then buy a steel bellhousing and go for an 11" or 12" clutch. The funky curved fork can be ditched for a hydraulic setup at that point. When you are ready to really do this swap, I have many of the parts you will need to make this change, including a WC T-5 and the necessary brand-new gears to make it into the uber-rare 2.95 / 0.63. Some assembly required. Just bought a 200-4R for the wagon, so I will not need these anymore. I have to round everything up and decide what they are worth to me. The biggest headache believe it or not was fitting headers around the Z-bar.
86 Grand prix said:
Starting in '96, the 3.8 World Class V6 T-5 transmission has the same rating the V8 does. It's just that the V6 T-5 has the ford case, different gear ratios, and the input shaft is longer than the V8. I have '98 firebird V6 transmission behind my Olds 350. I customized my '72 Olds bell housing and cut 1/4 off the input shaft to mount it. It's holding up well but, I don't push it. My 350 is way stronger than a stock T-5 can handle. Yet for Daily driver status I'm very happy with this set up. Oh yeah, all the 90's T-5s has the electronic speedometer set up. I was ok with that because I'm converting to a digital dash. I am going to change to a T-56 though.
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