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T5 world class transmission conversion 58 Provincial SW

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  • Transmission: T5 world class transmission conversion 58 Provincial SW

    Thought I would document the process I am going through to convert a 1958 Provincial station wagon with 259 and 3spOD over to a T5 world class transmission.
    I read everything I could find on this forum on the subject and searched the net as well.

    We bought a rebuilt mustang T5 world class transmission for 1050.00 including shipping. After getting it in and doing measurements of shifter location on the trans and where it would be in the car, decided it would be too close to bench seat and cause interference. Searched for ways to change the shifter location on the hot rod forums. Several ways to do it but the most appealing to me was to have an S10 world class tail housing installed on the mustang T5, that changed the shifter location forward around 8". The person we bought the original transmission from, Earl Johnson hjhnracing@msn.com , out of Texas, was great to work with. We did a swap as he had one already made up in that configuration. It also allowed me to keep the mechanical speedometer cable drive. The S10 housing has to be reworked in order to keep the mechanical speedo drive.
    The S10 rear with mods added to the T5 raised the cost 300.00.
    (this gives a 10 spline input shaft and a 27 spline output shaft)
    The gear ratios are 3.35,1.99,1.34,1.00 and 0.68. 86-93 Mustang
    ***
    Also, here is a note from Earl to me concerning using the Tremec version-
    The Tremec 3550/TKO series are bulkier, heavier and do not have the shifting characteristics of the T5. If a heavy duty T5 is needed for higher output engines, I can build them up stronger at additional cost.

    We had two ears welded on the Stude bell housing so the trans mounting pattern would line up.
    Drilled and tapped the ears to 7/16x16 thread size.
    Next-- issue was the throw-out bearing retainer flange that the bell housing hole goes over. The steel retainer had to be turned down several thousands in order to set in the hole with no interference.
    Next-- bearing retainer shaft diameter is slightly smaller than the ID of the throw-out bearing as it rides on the retainer. A shim was made so the proper clearance could be maintained as the bearing slides back and forth on the retainer shaft as the clutch is pushed in and out.
    Next -- A brass pilot bearing that fit the T5 shaft OD and the flywheel hole id was made up during the bell housing trip to the machine shop for the ears being added.
    When mounting the bell-housing to the transmission, for some reason I had a hard time starting the bolts into position and tightening up. I changed up and installed 7/16 studs into the bell-housing and loc-tighted in place. Slipped right on and tightened up fine.
    Right now I am welding in new floor pans and will add more on the conversion as we do it.

    **** note post from Alan --
    On the pilot bearing adapter use a trans-dapt of California 801-1. For the Ford tranny. for a GM type you have to make your own.

    *** note post from Joe Hall---
    Regardless of which style clutch, HD or standard, ALWAYS run a weld bead around the t/o bearing forks, which are serrated onto the cross-shaft. When the forks shift on the serrated shaft, you lose the clutch pedal, and the only fix is to pull the transmission. Welding those forks in place is a simple preventive measure, and I would not install any transmission without doing that first.

    **** Note from Stude Rich post- (truck bellhousing)
    It's the housing for a '56-'64 V-8 Truck with a T-89 (T-85 type) 3 speed Manual or Overdrive Trans. (in the Studebaker Truck Parts Catalog.)
    It requires TWO Truck cast iron engine mount "legs", four round rubber/steel mounts, two spacer sleeves, two large LONG bolts, flat washers and Nuts. [u]and a Truck</u> to PROPERLY mount it.

    *** Company that does the cable speedo conversion
    http://t56cablespeedometer.com/t5-ca...ve-conversion/


    Click image for larger version  Name:	T5 shifter locations, short one is S10.jpg Views:	1 Size:	39.8 KB ID:	1761149Click image for larger version  Name:	DSCN6540.jpg Views:	1 Size:	105.8 KB ID:	1761150Click image for larger version  Name:	DSCN6538.jpg Views:	1 Size:	119.8 KB ID:	1761151Click image for larger version  Name:	20190905_140537.jpg Views:	1 Size:	66.5 KB ID:	1761152Click image for larger version  Name:	DSCN6517.jpg Views:	1 Size:	75.7 KB ID:	1761153Click image for larger version  Name:	DSCN6543.jpg Views:	1 Size:	86.0 KB ID:	1761168
    Last edited by Kdancy; 09-30-2019, 09:11 AM.
    64 Champ long bed V8
    55/53 Studebaker President S/R
    53 Hudson Super Wasp Coupe

  • #2
    Is the bell housing iron or steal that's more easily weldable?
    1963 Champ "Stu Bludebaker"- sometimes driver
    1957 Silver Hawk "Josie"- picking up the pieces after an unreliable body man let it rot for 11 years from an almost driver to a basket case
    1951 Land Cruiser "Bunnie Ketcher" only 47M miles!
    1951 Commander Starlight "Dale"- basket case
    1947 Champion "Sally"- basket case
    1941 Commander Land Cruiser "Ursula"- basket case

    Comment


    • #3
      Originally posted by DougHolverson View Post
      Is the bell housing iron or steal that's more easily weldable?
      It is cast Iron, the reason I had to have a shop do it.
      64 Champ long bed V8
      55/53 Studebaker President S/R
      53 Hudson Super Wasp Coupe

      Comment


      • #4
        Also, here is a note from Earl to me concerning using the Tremec version-
        The Tremec 3550/TKO series are bulkier, heavier and do not have the shifting characteristics of the T5. If a heavy duty T5 is needed for higher output engines, I can build them up stronger at additional cost.

        Regards,
        Earl
        64 Champ long bed V8
        55/53 Studebaker President S/R
        53 Hudson Super Wasp Coupe

        Comment


        • #5
          Kerry, It is too late now but you could have used a truck bell housing with the Ford sized register. Machined it and taped it to put the passenger car mount on the bottom and wouldn't have had to turn the Ford collar down or weld ears on.

          Comment


          • #6
            Originally posted by Alan View Post
            Kerry, It is too late now but you could have used a truck bell housing with the Ford sized register. Machined it and taped it to put the passenger car mount on the bottom and wouldn't have had to turn the Ford collar down or weld ears on.
            Alan, in case I or anyone else does this conversion in the future, do you have a part number or year application info on the truck bellhousing that works for this?
            Thanks!
            64 Champ long bed V8
            55/53 Studebaker President S/R
            53 Hudson Super Wasp Coupe

            Comment


            • #7
              Alan, A casting number from a truck bellhousing would be helpful also. Thanks

              Comment


              • #8
                As always, our friend Alan gives an excellent suggestion as to using the truck bellhousing. One should also note the 4-speed bell is much heavier than the car and the 5-speed is heavier than the hubs of hell.

                I have a couple under the workbench, but shipping would be expensive.

                jack vines
                PackardV8

                Comment


                • #9
                  I will dig one out of storage and check the numbers. Stude V8 1958 up trucks used at least 3 different register size. Our friend Craig 8E45E, put up a list one time giving all the sizes and numbers that would be a lot nicer than one casting number that I could find in my stash. If he would be so grateful to do so.

                  Comment


                  • #10
                    I'm fooling with a Mustang T5 for another project, mine weighs about 72 pounds. As mentioned, the late model Tremec units are heavier.
                    I shudder to think what the crash-box in my 2R10 weighs. I think I'll leave it alone.

                    Comment


                    • #11
                      Just a little update,
                      We have the floor pans done. I used Classic pans and had to redo them somewhat to work correctly. They did not cover as much of the pan area as I
                      hoped so we had to cut and weld some extra areas in.
                      We mounted the flywheel, clutch and pressure plate and have the trans now bolted to the Stude V8. Looks like I will have to have about 3.5" taken out of the drive shaft or have a new one made up.
                      The location of the shifter seems to be about ideal to me, misses the underdash AC unit and room for the bench seat.
                      64 Champ long bed V8
                      55/53 Studebaker President S/R
                      53 Hudson Super Wasp Coupe

                      Comment


                      • #12
                        The S10 housing has to be reworked in order to keep the mechanical speedo drive.
                        Could we get more details on this. Thanks
                        http://www.rustyrestorations.org/index.php
                        sigpic

                        Comment


                        • #13
                          Here are some Jalopy Journal forum notes--
                          https://www.jalopyjournal.com/forum/...fusion.946860/

                          https://matthewpoxon.wordpress.com/2...ng-conversion/

                          http://www.inliners.org/Jack/T5tech.html
                          Last edited by Kdancy; 09-19-2019, 08:21 AM.
                          64 Champ long bed V8
                          55/53 Studebaker President S/R
                          53 Hudson Super Wasp Coupe

                          Comment


                          • #14
                            Click image for larger version

Name:	T5 Clutch linkage.JPG
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Size:	102.1 KB
ID:	1803061Have the T5 installed and now must figure out the clutch linkage to bell housing.
                            The original clutch linkage came out from a flex connector next to the frame,
                            Ran over towards the trans and the bar end slipped into another linkage piece that was bolted to a boss on the bottom of the original
                            T86. Of course I can not do this on the T5. It looks like I will need to shorten (1) the bar coming off the frame linkage and move the original transmission
                            Linkage mount over towards the frame, thus giving me a straight shot. I am thinking about building a mount that goes from one side of the frame to the other side, then drilling out two holes for the linkage stabilizer (2), this will run under the trans and allow the rod mount cup to be moved towards the drivers side of the trans.
                            Do you have a better idea?
                            installed in 58 wagon
                            Last edited by Kdancy; 09-20-2019, 10:14 AM.
                            64 Champ long bed V8
                            55/53 Studebaker President S/R
                            53 Hudson Super Wasp Coupe

                            Comment


                            • #15
                              A hydraulic clutch. Using a second brake master beside your regular master with longer bolts. And make a little bracket to hold a Chrysler slave to the Stude bell housing.

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