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Photo of T5 adapter and install
https://slantsix.org/forum/viewtopic.php?t=41775		 Page 2 of 3
Author:  sandy in BC [ Fri Sep 17, 2010 7:26 pm ]
Post subject: 
Quote:
sandy how long is the input shaft on the 4cyl T-5 ???
......no idea,,,,,,Sam used the 4cyl T5 ....I used a 4cyl RAP
Author:  Volare4life [ Fri Sep 17, 2010 8:11 pm ]
Post subject: 
ah, whats the difference between the 2 ??

Sam, whats the input shaft length on your T-5 ??

-Mike
Author:  Sam Powell [ Sat Sep 18, 2010 5:07 am ]
Post subject: 
I am not sure. Measure your stock Mopar four speed, and add .7" and that is going to be about right. I went to the junk yards were they pull and stock these things, and just went around measuring the input shafts of various models. That is how I discovered that the Ford 4/6 T-5 would work with an adapter plate in place. I think if you go to Tremec's web site, you will find the replacement specs for all their models. There are a ton of different models available with an enormous variety of ratios and torgue ratings.

One thing that is curious, and leads to speculation with absolutley no proof yet, is that the ratios of this transmission, which I calculated before installation, are very similar to the tranny that is used in their light truck, which has a higher torque rating than the standard 4/6 T-5. This would explain the ultra low first gear. But, if this is indeed the same transmission, they put in the light truck, it has a higher torque rating by 50 ft/lbs over the standard T-5 installed in the 4/6. Makes sense, but as I said, I have no proof. I suppose I could get a part number, and the vin of a Ford pickup from '87 and see if a dealer has cross reference numbers.

It is some small comfort to think maybe this tranny can handle increased torque as I raise boost levels over the next year.

Mike, I will see if I have any dimensions recorded. I know at one time I had this as well as a chart showing the various speeds and shift points, wheel RPM etc of both the T-5 and the Mopar OD tranny with various rear ratios.
Sam
Author:  Volare4life [ Sat Sep 18, 2010 7:47 pm ]
Post subject: 
well see thats the thing i can never find the answer to how long the input shaft is on a 833, and its kind of annoying to be honest, i found a '89 Z28 slowmaro in the "rape you blind" junkyard ace pick-a-part, with a T-5 not sure the length of the input shaft, but for $250 +$50 core for a iffy trans, no thanks, i will wait till i take leave, go back to sarasota, and pull a newer T-5 from a stang for less than $100 out the door boo ya haha,

-mike
Author:  Rick Covalt [ Sun Sep 19, 2010 5:53 am ]
Post subject:  Shaft length
I can get you the 833 length later today if someone else doesn't before then.

Rick
Author:  Sam Powell [ Sun Sep 19, 2010 6:22 am ]
Post subject: 
The Chevy input shaft is too short. No jokes please. :wink: It is short by almost an inch, IIRC. I looked in my files and could not find the info you need. I did find the ratios I recorded as well as the RPMs at various speeds in various gears. Put no input shaft lengths. I hope Rick comes back with the info you need. IN the mean time, I will look for the web site of Tremec and see what specs are there.

I also found the receipts from McCloud, a place called Shelby, in Ohio(Ithink) and S&K in upstate New York, all of whom supplied my with parts for both the T-5 install, and the 833 rebuild. S&K could give you the input shaft lengths if you called them. All these receipts have part numbers for the various cluthch plates, throut bearings etc.

S&K was extremely helpful. I had purchased a blown 833 for $50 and had to buy gears for it, which they were able to supply. He knew exactly which gears would fit the model I had, and there are many different ones. If you cannot find a web site for S&K, get back to me, and I will go through the receipts again and give it to you. BTW, S&K was much more helpful than Brewers, which gets all the hype in the magazines. The guy at S&K knew more, and seemed to have more parts available to him. I got me an NOS cluster gear for the OD 833 with the heavy duty truck style input shaft gear, which he claims was very rare.It comes in a cast iron case, not the aluminum one. It was not the same as the tooth count on the pass car OD833. And he knew enough to ask me to give him a tooth count, and get back to him.

Sam
Author:  sandy in BC [ Sun Sep 19, 2010 8:50 am ]
Post subject: 
The RAP trans I used had a short input shaft as well. I just made an extension . It cost mebbe $60.

This picture shows the stock 3 spd bell . Note the trans bolts go through the bell into the trans. You can see the trans input bearing retainer has been machined down to fit the Valiant T/O bearing.......and you can see the extension added to the trans input shaft to duplicate the stock trans input shaft.

The bell was also hand filed to fit the input bearing retainer.

[img][img]http://www.mobmms.com/thumbnails/square/100/90/n/n/35760.jpg[/img]click to view full-version[/img]
Author:  Sam Powell [ Sun Sep 19, 2010 8:55 am ]
Post subject: 
Quote:
The RAP trans I used had a short input shaft as well. I just made an extension . It cost mebbe $60.

This picture shows the stock 3 spd bell . Note the trans bolts go through the bell into the trans. You can see the trans input bearing retainer has been machined down to fit the Valiant T/O bearing.......and you can see the extension added to the trans input shaft to duplicate the stock trans input shaft.

The bell was also hand filed to fit the input bearing retainer.

[img][img]http://www.mobmms.com/thumbnails/square/100/90/n/n/35760.jpg[/img]click to view full-version[/img]
Pretty clever there Sandy. Do you know how the machinist, or welder indexed the extension to make it concentric?Is it vibration free? This technique would open a world of options to those wishing to do conversions.

Sam
Author:  sandy in BC [ Sun Sep 19, 2010 9:03 am ]
Post subject: 
Its just a piece of shafting machined to the correct OD.....then drilled on the lathe to fit exactly over the RAP input shaft. Its an interference fit. I heated it up....dumped in some loctite and bashed it on.

It has worked fine for a decade.
Author:  Rick Covalt [ Sun Sep 19, 2010 11:13 am ]
Post subject:  Length
I just got home and measured a 64/65 ball & trunion 4-speed and a Overdrive 4-speed. Both hath an input shaft length of 8 3/8" from the face of the transmission to the end of the input. Hop ethat helps.

Rick
Author:  Volare4life [ Sun Sep 19, 2010 3:40 pm ]
Post subject: 
awesome rick thank you so very much , now this begs the question, are all slant 4 spds the same input shaft length ??

-Mike
Author:  sandy in BC [ Sun Sep 19, 2010 4:13 pm ]
Post subject: 
..........Just the 833 and the 833OD.
Author:  kesteb [ Sun Sep 19, 2010 9:58 pm ]
Post subject: 
Quote:
..........Just the 833 and the 833OD.
No, all Chrysler RWD bell housings have the same depth.
Author:  Dart270 [ Mon Sep 20, 2010 5:46 am ]
Post subject: 
Mustang 5.0L T5 trans has 7.125" input length. I made a 1" long adapter to space the Mustang pilot bearing back from the crank hub. Something like 7.6-7.8" length (Chevy or 4cyl Mustang?) would be perfect for a concentric but not extended (along crank) pilot adapter. 8 3/8" is not needed since that input is designed to go into the pilot bushing hole deep inside the crank hub.

Lou
Author:  Sam Powell [ Mon Sep 20, 2010 7:07 pm ]
Post subject: 
I remember the Chebies as being shorter. Maybe they were mislabeled on the shelf at GM of Rockville, a local auto recycler (junkyard) here. And, maybe some Chebies are shorter,and others are not. Anyway, take your ruler. The pilot bearing I used sits, like Lou's, in the crank recess for the auto torque converter snub, which shortens the required pilot input shaft length by the length of the pilot bearing machining surface on the Mopar tranny (just like he said). So, now you should have the info you need for sure.

Sam
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