Hello every one i'm new to the sight and new to slant 6s. I have an 81 Dodge D150 with a 79 chassie. The motor is an 81 225 and I have a 4 speed on the rear of it. Its a 2 wheel drive standard bed truck. What I was wondering is what and is there any 5 speed trannys that would bolt up to it. Any help would be very helping as that my 4 speed is ready to take a crap on me. Thank you Cory

A number of people on this board have done a T5 swap... do a search on T5 or possibly T-5.

The T5 might not be the only answer, depending on the person.

You might look into the Toyota transmissions as well. They are definitely harder to adapt (stick with the long shaft trans), but in the end I believe you can get a stronger transmission. With a little work, you can make a late model Dakota trans, like an AX15, NV3550 or NV4500, fit well, too. They are similar designs, with the same bellhousing to trans pattern.

Look here for swap info.

I have been pursuing a W58 Supra trans swap behind my slant, but the input shaft isn't long enough (thanks again for the measurements, Charlie ). I could make it work, but I would have to cut up the bellhousing where it interferes, and drill holes to match. I would rather do an adapter plate and leave the BH alone.

So, I will probably do an R154 swap instead. Way overkill for the slant, but at least the input shaft is long enough.

Just so you understand, the T5 is by far the easiest and most common swap. If I could find one for a reasonable price, I might try going down that road. The only V8 one around here is going for $800. There are no V6 ones and I don't want the 4 cylinder one. For $800, I could buy one of the (4) R154's within 250 miles and buy a rebuild kit for it.

If I had the bucks, I would probably go with a Summit T5 for $1200 or $1300. If I broke that (I know, a long shot), there is the G Force setup for $2000 good for 600 ft/#'s. But, I can't make that work.

Besides, this R154 has me intrigued. If they get the thrust washer issue fixed, I think it might be equal to, or a close second to, a TKO.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

For weird transmission swaps, be sure to check out these guys for bellhousings: http://www.rodshop.com.au/bellhousings.htm I don't see any slant six housings listed, but maybe they could easily do one for whatever you are thinking of. They are in Austrailia, but in my experience shipping from Austrailia isn't actually all that bad.

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'68 Dodge Dart 4dr Sedan

I lengthened the input shaft on my 5 speed to make it long enough to work with my stock slant bellhousing. I machined a piece that fit the pilot bushing and made the shaft long enough ....it was countersunk to let the Ferd input shaft slip inside it. I made it interference fit,,,,,heated the extension and quick pounded it on....7 kabillion miles later it still works.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I just scored a free W58 trans and was thinking of doing the same thing that Sandy did with his ford trans but need to figure out which clutch plate to install with a 9 1/4 pressure plate.

HyperValiant

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1960 Hyper-Pac Valiant(rolling test-bed)
1963 Valiant V2OO(Son's summer project,- he just turned 15 )
1972 Valiant 4dr(Daughter Kelly's repair in progress)
1974 Valiant (v8) daughter Kelly's work in progress

It's not the overall length of the input shaft that is the problem, it's where the splines end.

Per my math (not having a motor to put my flywheel and BH on), I get about 5 9/16 from the disk face of the flywheel to the transmission face of the bell housing. The splines on the W58 end right about 5 1/2" from the BH face of the trans. This means you are probably an 1/8" shy of full engagement with the hub on the disk. I thought about looking into a custom disk with the hub offset away from the flywheel about 1/8", but I'm not sure it is possible. I was going to check clutchnet.com, but haven't.

Remember, this number is without an adapter plate. Even bolted direct to the bellhousing (ala Sandy), I'm concerned it will be short. Add an adapter and you might as well find a machinist willing to make you a custom input shaft.

Also, bolting direct to the BH will require some surgery to make room for the bearing retainer. It's some oblong looking thing that cover the end of the countershaft as well.

The shame of it is, if there was an adapter, this would be a great swap. They seem to be strong box with great ratios (I don't care for the T5 5th ratio), their cheap and easy to find, and (per Dellow in Australia) they fit under the pan well. Plus they are light (75#, I think). Image, less weight and one more gear, plus a smaller tunnel than an A833.

If you think about the Dellow kit, it is $720 US, plus shipping, and the custom bell that is part of the package has the fork on the passenger side. You would have to find a way to make it hydraulic to make it work.

There is a plate to bolt an R154 to a ford bellhousing made by Advanced Adapters. Maybe I should convert my bell to a T5, then buy the the adapter for the R154.

I say that in jest, but it would work if the adapters don't add up to more than about 3/4". That's all the leeway you have with the R154 input shaft splines. Then you are into the same problem as the W58 has.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

Hey Sandy,

Seems I read somewhere that your boys have forced the replacement of this transmission a couple of times. Did you make a new adapter each time, or swap the input?

Could have remembered wrong, though.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

I was thinking a Getrag 265 tranny. It has removable bellhousing and overdrive 5th gear. It can be found in Opel Senator A, Opel Monza and older "big block" BMWs (525,535,735) I just haven´t found one in good price yet.

They have a T5 plate for something like $200 for a slant 6 (AP114, I think), but nothing for the Supra transmissions.

If I milled the back of the bell 1/8", this might work. Or space the flywheel the same. I did ask clutchnet.com if they could offset the hub spline 1/8", but I haven't heard back.

A 97-01 (I think) Tacoma V6 disk is just right for a 10" pressure plate, if I could find a way to gain the 1/8".

Not sure what the 1/8" spacing on the flywheel would do to the starter, though.

If I wasn't going to have to spend $400 on a R154 (verses the $55 for the W58), this wouldn't be as much of a struggle.

Such is live, I guess.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

Stock Supra is a match.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

Stock naturally asperated Supra, that is.

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car

The boys blew up 2 trannies about 5 years ago,,,,none since. I just had a new $35 input shaft adapter made up.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

The best/cheapest/most available 9 1/8 chutch disc I have found is the turbo Tbird one we use.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Shaft size is 1 1/6" with 10 splines on that disk. Wouldn't work for the W58 which needs a 1 1/8" w/ 21 splines. R154 is bigger, but I don't know what those numbers are.

With my luck, if I do go with an R154 to fix the input shaft length problem, I wont be able to find an off the shelf disk with the right shaft size, number of splines and disk diameter. I can get a custom disk from clutchnet.com for $125 (rumor has it), but I prefer to use off the shelf stuff for wear items, if I can.

Edit - Correction, R154 and W58 input shaft size and spline count are the same

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'15 Chrysler 200S V6
'74 Duster 360, factory 4 speed car