Folks,

I just installed my freshened motor with the new T5/Slant6 bellhousing from Hamilton Machine. What a nice piece of work. No problems on install, and there is no vibration in neutral (had some with my 1st gen BH from 4 yrs ago). It was barely out of spec (crank - trans input centerline), so I used 0.007" offset dowels to bring it in spec.

Also, batch 2 is ready and I will pick up on Monday. Batch 3 will go in then.

Lou

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Home of Slant6-powered fun machines since 1988

WHERE THE HELL IS MY BELLHOUSING?!?!?!?!?!?!?

-out

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Hi Lou,

I am still hoping that you have time for a Bill of Materials for putting this doggone thing together. What have you used, and what works?

Thanks,

Greg

"I just installed my freshened motor with the new T5/Slant6 bellhousing"

Lou..where are the pics of your setup! ! !

Do you know if the machine shop used locktite on the bolts in the adapter?

I have recently acquired a 1968 Plymouth Valiant from a friend at work. It has 55000 miles on it and is in remarkable shape except the totally fried clutch and broken column shifer. (Her son drove around for two months in third gear...) I did a Google search and found the T-5 threads involving Hamilton Machine. Is this outfit in Canada? I am looking for more information on the swap...the promised bill of materials, etc.

I can offer some links for info on the T-5:
Hanlon Motorsports: http://www.hanlonmotorsports.com/HanlonTIC.html#diag
Tremec (bought out Borg-Warner):
http://www.ttcautomotive.com/English/products/T-5.asp
http://rsgear.com/TCase/TREMEC/T5.pdf
Mustang Net:
http://www.stangnet.com/tech/t5swap.html
D&D Performance:
http://www.ddperformance.com/t5_5_speed ... ssions.htm

The pictures in SlantSixRat's posting look like he used a Mustang T-5 because it looks like the four bolt pattern is roughly square, but it looks like it has the 18-degree tilt toward the driver's side like the GM V8 F-body used. Could someone clarify what changes are needed to the crankshaft/pilot bearing/input shaft to fit the T-5? I have not had time to pull mine apart to make some measurements, but my research into the T-5 suggests that Mustang trannies are much more common. The S-10 with the 2.8 L V6 used a different front case bolt pattern that the V8s. These trannies are fairly common also, and the S10 version moved the shifter forward on the tailhousing, which might be of benefit to the bench seat /6'er. I can attach photos if this info in needed.

Quinn
Mopar Newbie

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1949 One-ton Chevy Panel Truck
1952 GMC 5-Window Pickup
1980 Chevy Malibu SBC/Tremec
1992 Dodge Cummins 4WD 'The Zebra'

If you have a GM T-5 and bellhousing, you could try using a bellhousing adapter kit from Wilcap:
http://www.wilcap.com/
Click on link to catalog and price sheets. 225-350 is the adapter kit.

Quinn

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1949 One-ton Chevy Panel Truck
1952 GMC 5-Window Pickup
1980 Chevy Malibu SBC/Tremec
1992 Dodge Cummins 4WD 'The Zebra'

Quinn

Hamilton Machine will supply the correct pilot bearing, depending on the Ford T-5 being used. Machining of the slant bellhousings is ongoing now.

I'm using a 90 GT Mustang trans(bottom below). I may have to swap tailshafts with a Chevy S-10 T-5 trans to get the shifter away from the seat in my 51 Plymouth. That requires machining of the mainshaft for the speedo location change. I can do that when I rebuild the Ford T5.


S10 on the left.

Search the Trans forum here and you will find many links to the T5 swap. I am managing the group buy from Hamilton's in Raleigh, NC, which is essentially over. It is for the Ford Mustang T5 with 5 deg incline toward driver side.

Lou

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Home of Slant6-powered fun machines since 1988

Where are we on the pilot bushings? I haven't heard hide nor hair from Lou or others on these.

Thanks,

Greg

sorry greg. that's probably my fault. i was to take some measurements from some cranks i have out in the shop but have been busy with other stuff. will do this weekend.

-james

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James,

Don't bother, me boy. Charlie and Doug fixed me up with a spec on the crank ID - 1.555".

Greg and all,

Hamilton's is still making the spacers. You will get yours, just be patient. This has been a LOT of work, believe me.

Lou

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Home of Slant6-powered fun machines since 1988

I'd like to take this opportunity to once again thank Lou for all of his hard work organizing this group buy, and in so doing, kiss up and score some brownie points, so that maybe he'll come to Dallas and help me install my own T-5...

But seriously, thanks again!

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vm

Not that I even plan to do a five speed conversion (I love my pushbuttons way too much), but has someone written this up as an article?
Lots of photos, machining specs, et cetera would really help those who are thinking about it.
There is a lot of information in assorted posts over the years, but it's a bit scattered. Since some of you are now doing the conversion, it might be a good time to document the ins and outs in one place.
Besides, I keep driving past a '65 Valiant for sale with a three-speed stick and a 170 that could use some help ...

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"When you find a big kettle of crazy, it's best not to stir it." - Pointy-haired Boss

1964 Valiant V200, 225/Pushbutton 904
BBD, CAI, HEI, LBP, AC, AM/FM/USB, EIEIO