Olds 350 with a 5 speed possible?

[jonnyslick]

Anyone know how to mate a 5 speed to a Olds 350? Looking for something that will be able to handle around 300-400hp and not explode. I mean I know that there are older 5 speed options out there, but I hear they are not very strong.

Any suggestions?

Also, if there is an adaptor, please give me a link to the company or contact info. Thanks.

 

[joe_padavano]

Anyone know how to mate a 5 speed to a Olds 350? Looking for something that will be able to handle around 300-400hp and not explode. I mean I know that there are older 5 speed options out there, but I hear they are not very strong.

Any suggestions?

Also, if there is an adaptor, please give me a link to the company or contact info. Thanks.

Not sure why you need an adapter. None of the relatively inexpensive 5 speeds (T5, for example) will survive for very long. You'll need a Tremec. Be aware that most Olds cranks are not drilled for the pilot bearing, so you'll need to either have the crank machined or use one of the conversion bushings.

 

[jonnyslick]

^ So what bellhousing should I be looking for to go from a Olds 350 to a Tremec lets say? The reason I figured I'd need an adaptor was I didn't think there was any bellhousings that would just bolt up to the back ... or is it the same as other GM engines (like the Chevy 350, etc.)

 

[jonnyslick]

Anyone? Will the transmission from a Chevy 350 bolt onto a Olds 350?

 

[jae]

Anyone? Will the transmission from a Chevy 350 bolt onto a Olds 350?

As stated above, the T5 won't just bolt up to the Olds 350. The bolt pattern on the back of the Olds block is different than the Chevy block.

You may want to try Summit, Jegs or even Pace Performance (a little pricey). They should have a bellhousing for the Olds. Give the guys at Year One a call too - they may have what you want. If all else fails you may try looking for a bellhousing from an earlier Cutlass SB that had a manual, then see if it can be adapted to the a newer 5-spd. Not sure if the Omegas of the late 70s had a 350/4-spd option or find a W31 Cutlass.

But as Joe stated, unless that 350 was originally used in a manual application you're going to need to have the crank machined / drilled for the pilot bearing. So add that in to your cost and make sure you go to a very good machine shop if you're really going to go that route!! And as he said that T5 isn't going to last too long behind that torque. T5s aren't strong at all. Hell, there's plenty of T56s out there!!

Good luck man.

 

[Uncletruck]

You'll need a bellhousing from a transmission that was used with either a Buick, Pontiac, or Olds engine, (BPO) which might not be so easy to find. Now, they do make adapter plates that I know will let at least the automatic trannies swap between a Chevy and BPO block. But I am not sure if these would work with a manual transmission application. Really the only 5 speed used on a BPO block in the era of the G body was used on cars like the Monza and Starfire, where the 110 HP Buick 3.8 V6 was the biggest stock engine used, it was teamed with either that or the Pontiac Iron Duke 4 cylinder. You'll have a much easier time coming across either a 3 or 4 speed manual, which did find their way on to a (very) limited number of G bodies using SBC's or even possibly the Olds 260, which in the latter case would be a bolt on other than the crank issue mentioned.

JMHO, the torque of the Olds engine will give just about as good of kick off the line if not better with a TH350 as it would through any 5 speed, probably cost a lot less, no major conversions to be made to the engine, have easy parts and service availability, and be a natural fit without having to go around scrummaging for a transmission and parts or having something custom made. 😱

-UT-

 

[GP403]

You'll need a bellhousing from a transmission that was used with either a Buick, Pontiac, or Olds engine, (BPO) which might not be so easy to find. Now, they do make adapter plates that I know will let at least the automatic trannies swap between a Chevy and BPO block. But I am not sure if these would work with a manual transmission application. Really the only 5 speed used on a BPO block in the era of the G body was used on cars like the Monza and Starfire, where the 110 HP Buick 3.8 V6 was the biggest stock engine used, it was teamed with either that or the Pontiac Iron Duke 4 cylinder. You'll have a much easier time coming across either a 3 or 4 speed manual, which did find their way on to a (very) limited number of G bodies using SBC's or even possibly the Olds 260, which in the latter case would be a bolt on other than the crank issue mentioned.

That same Monza Borg-Warner 5-speed could be had in the '78(?)/'79 Cutlass behind the 260 v8 (I know), and maybe the 3.8 v6 also. I wouldn't trust it to hold up to any real power in any case. The 4-speed was available in Pontiac G-Bodies in '79 -only- behind the 301 or the 3.8 v6, so the G-Body BOP bell housings are out there. Somewhere! Trick is finding them 😀

 

[jonnyslick]

The reason I'm wanting a 5 speed and not the slushbox is for auto-x and track events. I don't know ... after all this, it seems like a Chevy 350 and T56 might be the way to go. Even though I'll have to swap out the accessories and stuff, it still seems easier to find a manual that will hold going that route.

 

[CutlassGrandNational]

Um, I'm not sure just yet, but I recently got a t5 from a 95 camaro which uses a newer 231 3.8v6. You could check one out maybe and see if the bolt pattern would fit? I'm not even sure is it's like the old bolt pattern on the 80's 3.8v6

 

[85 Cutlass Brougham]

The biggest problem with the V6 T-5 is that the input shaft is much smaller than the V8 version. The V8 version is not known for great strength either. Most of the V8 GM T-5's were the weaker, non-world class variety too--unlike the Fords. I have examples of all three in my transmission pile, and could take a pic of them were the Ford not buried under an inoperable car in the garage. I was just researching the T-5 a few minutes ago, as I finally got a salvageable one from a 85 Camaro the other day and was curious about the cost of beefing it up. In a word: Pricey. So much so that by the time I was done, I could almost buy a brand-new Tremec TKO. If you have cash, the Tremec may be an option as there are kits and bellhousings to fit it to a variety of engines and chassis. Keisler and Forte's Parts Connection are two possible sources for Tremec conversion parts if you are curious.

For my purposes, I will use a T-5 behind my Chevy 350. It probably won't last in competition, but may work ok in a street application. If I had actual money, I would use the T56 as it is both stronger and has a better final overdrive ratio.