I am planning a manual trans conversion for my 72 Duster.

I have a Dodge truck OD trans but the shifter mounts are in the B and E body locations (not the F body).
Any easy ways to use this trans?
Mod the mount and have to find the F/A body shifter rods?


...or a friend had a T5 that he had said in the past I could use. I will need to see what it is out of and can be made to work.
I also have a lakewood bellhousing laying around. Is there a fairly common list of parts to make this swap an easy one?
I know Silver Sport makes a kit but if I wanted to attempt to do a cheaper swap myself (think Roadkill) can it be done without to much crazy fab work?
So my questions here would be which parts to source for the following items? .....
I read a Chevy S10 6cyl trans may work? And is input shaft length/diameter and issue? The S10 shifter location was said to fit the stock tunnel hole. Can a stock mechanical throwout bearing etc be made to work here?
Pilot bearing?
What clutch disc/pressure plate for the stock flywheel?
Z bar? ( I have an A body unit)
Trans mount/crossmember?
Slip yoke?


Thanks in advance

Silver Sport Overdrives actually offers a kit to fit the T-5 into A body cars. Maybe they would sell individual parts?

An adapter to put an A body shifter on a B/E A833.

One of your biggest problems with non-Mopar transmissions is the length of the input shaft and the spline on the output shaft...

Going with the A833 with the shifter mount altered as above will be the best thing, I'd reckon. You will need to trim down the forward lugs on the tail housing of the gearbox to clear the transmission tunnel crossmember, which is an important part of that A-body 'chassis'.

From memory, the T5 would require that you hack into that crossmember and that will definitely compromise you car as it carries the torsion bar mounts.

The slant six guys were putting T5's in A bodies.

One thread of many

I had a 91 Mustang with a T5z in it. While it was a good trans it didn't hold well to much abuse. My Mustang made just shy of 300HP to the tires and weighed 3200lbs with me in it. I broke 3rd gear a few times and once I started to go easy on the 2-3 shift the input gear started breaking, I also broke 5th gear but that was just a snap ring that broke and was a 10 cent fix.

I did beat on the thing but it wasn't that much power, and not that much weight so if you plan to do any spirited driving go easy on the 2-3 shift and keep a stockish clutch in it to help take some shock off of it.

If this is a road course or autocross deal I am sure it will last a good amount. But if you plan to really jam gears learn how to rebuilt it.

All sorts of upgrades out there for the T5 that will allow it to handle 500-600 hp on drag radials.

Nice thing about the T5 is that it is not huge by large, like some of the later stuff.

The only way to get the 5 to 600 foot pound torque level, as far as I know, is the G Force kit. But that’s a completely different transmission with new shafts and gears, and about all you use is the original case. Not really an upgrade, but a different transmission.
If you really want the T5, sure, go for it. Most all of the other upgrades only get it a little bit above 325 foot pounds of torque max.
Which, by the way, you didn’t say what size engine you have in the A body. I would never consider putting a T5 behind a big block.

Robert

Not much different than dropping one of Passon's 18 spline OD setups into an A833 case, but cheaper.

This was a T5Z, which had some upgrades and a different 5th gear ratio over a regular T5. If you spend the money on the super duper T5 upgrades you should just spend that money on a better transmission. Just my .02

I agree. I actually had my (65' SWB pickup) set-up with a T-5 and was wrapping things up when I decided (a little late in the process) to run the numbers on torque and HP and what the T-5 will handle in modified form. Sure there are packages that can handle where I am for both HP and torque but the problems I ran into where that there are other trade-offs. With different gear tooth geometries and cryogenically treated gears, gear noise (whine) is a reality and on a street car, not where I wanted to be. I sold all of my T-5 pieces, had my clutch re-splined and ordered a TKO-600. It was almost identical in cost to the modified T-5, will take the HP and torque in non-modified form and is very quiet in comparison.

- EM

And how much larger is the TKO?

In a truck, not an issue. In an A body? Gonna be real tight.

An older thread;

https://www.forabodiesonly.com/mopa...tually-done-this.366438/#post-1971476095

Greg

Good question Sniper. I didn't measure the difference in length at the time. I agree, it could be snug in an A-Body, especially depending on the vertical placement of the engine. I intentionally placed my engine as low as possible to allow a small supercharger with air cleaner to clear my hood.

- EM