TKO 5 speed trans swap /C3& C4 transmission swap info

grumpyvette

Administrator
Staff member
the c4 swap
http://members.cisdi.com/~anesthes/f-car-t5/

http://www.bgsoflex.com/speedo1.html

http://www.richmondgear.com/01fivespeed.html

http://www.chevyhiperformance.com/tech/ ... index.html

http://www.thirdgen.org/techboard/faq-b ... -gear.html

posting.php?mode=edit&f=71&p=2653

http://www.quicktimeinc.com/products.html#chevy


SIX SPEED MANUAL WITH OVER DRIVE

http://americanpowertrain.com/i-8521636 ... or-gm.html

http://www.classicchevy5speed.com/Corve ... ll-WU.aspx

http://sethirdgen.org/t5speedo.htm

http://www.5speeds.com/t5/
theres a lot of good info in these links

http://www.americanpowertrain.com/gm/tr ... 68-82.html

http://earchitect.50megs.com/corvette/Gearedup.html

http://cgi.ebay.com/ebaymotors/C1,-C2,- ... dZViewItem

http://www.classicchevy5speed.com/Corve ... ll-WU.aspx


LOTS MORE INFO in this link

viewtopic.php?f=39&t=2020

http://temp.corvetteforum.net/c3/gwhite75/index.htm

heres more info
posted by deeveeeight

I purchased a TKO II from another forum member and had it installed in my '79 'Vette last week. It was not a direct fit kit so some modifications had to be made.

This has got to be one of the BEST MODIFICATIONS you can make to your C3 if you do any amount of highway driving. I have 3:23 rear gears and the TKO II has an .82 OD which puts me right at 2000 RPM @ 70 MPH. The old trans had a 1:1 5th gear ratio which had me at a teeth rattling 3000 RPM @ 70 MPH. I also like the gear spread better in the new TKO II, you can really feel the 383 pulling strong in it's power band, the nice thing is that it just wants to keep on pulling too.

100_3155.jpg

The clutch linkage had to be made longer due to the bellhousing being longer.
100_3156.jpg

The TKO is a top loader so the shifter needs to be moved about 2" to the left.
100_3130.jpg

The center console will not fit over the modified shifter. I cut out the shift pattern indicator and installed a rubber shift boot. The boot holds itself in place without any hardware.
00_3135.jpg

100_3137.jpg

Back on the road again!
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LD85 posted this info
Well, I got it in and all and all it was a very simple and smooth installation.
I indicated the BH to make sure the mount hole was concentric with the crank, then bolted everything in

The Torque arm bracket fit perfectly but I did drill two holes in the top of the bracket so I could use two 1/2 -13 bolts and nuts on the top of the beam, the same as the bottom of the beam.

You will see some SS Allen head bolts which I used because the bolt kit I received was missing these bolts and the hardware store were, amazingly, all out of Grade 8 Hex Bolts.

All that I need to do is bleed my new slave, this has been one true PITA to bleed, but I will get that done this week.

I did drive the car and the clutch engagement is only 1/2" off the floor board which ain't right, but I will get this resolved this week.

Also, I need to add that the Keisler guys are a class act, they answered all of my questions, and tailored the quote to eliminate parts that I already had,

another company that I called said "to take their quote in its entirety or leave it", essentially I believe they were too busy to work with me.

Also, the Keisler tech guys called and PM'd me to make sure that I had all of the parts and offered to help in any way, even offered their cell phone #'s for me to call on the weekend,, service above and beyond in my opinion.

So KUDOS to Keisler !!!!!!!!!!

Pics below are of ZF BH and 4+3 BH and ZF tranny and TKO tranny, I used all 4+3 hydraulic slave and master

Also, you can use a bolt on TOB costing $350 or a slip on HOWE 82870 TOB costing @ $150


tko_install__1_sm.jpg

tko_install__2_sm.jpg


tko_install__3_sm.jpg


tko_install__4_sm.jpg

tko_install__5_sm.jpg

tko_install__6_sm.jpg

tko_install__7_sm.jpg

tko_install__8_sm.jpg

tko_install__10_sm.jpg

tko_install__12_sm.jpg

tko_install__13_sm.jpg


tko_install__15_sm.jpg

tko_install__16_sm.jpg


tko_install__18_sm.jpg


UPDATE

Well, I pulled the tranny back out and did a couple of things,

1. Keisler did not send directions, not that I needed them, but they did show that I should have used the stock C-beam bolts instead of the four 1/2-13 bolts & nuts that I went and bought. So I took the bolts out and put the stock bolts in, much, much easier to tighten everything up progressively, rather than putting the rigid c-beam in with the TQ adapter plate bolted on to the beam already. No directions was not a big deal for me, but could be for a novice.

2. I installed a RAM 78125 slip on Hydraulic bearing which requires a 3/4" bore Clutch master and is a compressed height of 1.700" , BUT, I do not recommend using this TOB, preferably I would use the Howe 82876 because it is plenty short (compressed height of 1.390") and allows you to use the .045" thick spacers that come with the unit.. I used the RAM 78125 but I had to take the TKO front retainer off the tranny,, put it in a lathe and skimmed off @ .080" off the face of the retainer, which has a domed face,,, no shims from RAM were used. Ideally you need an air gap of .150" - .200,, but I ended up with an air gap of .125, which some manufacturers claim is sufficient.

3. I ran -3 lines from the 3/4" bore Wilwood slave to the Hydraulic TOB and also bought a 1/4-28 speed bleeder to put into the -3 TOB bleed line,,, its a one man job and very very easy to bleed.



Pic of the RAM TOB

78125_200.jpg
 
TKO-600_GM_small.jpg


TKO-600 G.M.


TKO-500_Ford_small.jpg

TKO 500 FORD

http://www.americanpowertrain.com/popwindow2.html

http://www.americanpowertrain.com/tremec-transmissions.htm

If I had the cash ID jump on a couple of these tko 600 extreme transmissions for my corvettes
being retired sucks in some ways

ID love to be able to give you the correct part number but even the year the transmission was built can at times effect what will fit, there are so many variations in blow proof bell housings, and transmissions, clutches, spline counts flywheels, etc, that you need to carefully verify with the manufacturer before purchasing , what part number WILL work with each PARTICULAR application, not only that, but part numbers have changed over the years as well Ive always started by listing the flywheel size (IE 153 or 168 tooth diam. on chevys) the engine family (SMALL BLOCK,BIG BLOCK,LS1 or W series) and then asked if the transmission and clutch required any special clutch fork,special length throw out bearing , hydraulic throw out bearing , or single or dual disc clutch or restrictions in use?

P3080051.JPG

viewtopic.php?f=71&t=447&p=921#p921
http://www.summitracing.com/search/Make ... ut+bearing
90-205-2.jpg

http://www.classicparts.com/1947-75-Clu ... fo/90-205/
90-211.JPG

http://www.classicparts.com/1955-84-Clu ... fo/90-211/

viewtopic.php?f=33&t=4822&hilit=clutch+fork

diaphragm_pressure_plate.jpg

standard diaphram
light_metal_centerforce.jpg

weighted diaphram

borg_beck_pressure_plate.jpg

borg & beck

long_style_pressure_plate.jpg

long style
bhchart1.jpg

bhchart2.jpg


RELATED THREADS WITH A GREAT DEAL OF INFO


viewtopic.php?f=39&t=1234

viewtopic.php?f=71&t=584&p=757&hilit=lakewood#p757

viewtopic.php?f=53&t=1042&hilit=blowproof

http://www.lakewoodindustries.com/Catal ... 74437G.pdf

http://prestoliteperformance.com/Suppor ... heets.aspx

viewtopic.php?f=71&t=1120&p=2234&hilit=throwout+bearing#p2234

viewtopic.php?f=71&t=447&p=9152&hilit=clutches#p9152

viewtopic.php?f=71&t=3553&p=9431&hilit=clutches#p9431

viewtopic.php?f=53&t=1042&hilit=clutches
 
enigma57 posted this bit of info

There were (2) T-5 transmissions used in these cars. The V-6 engines used a 1" - 14 spline input shaft and the 5.0 (305) V-8s used a standard 1-1/8" - 26 spline input shaft.

Stay away from the V-6 transmission - it isn't as strong as the V-8 tranny. Regarding the T-5 V-8 tranny...... GM never offered it behind a 5.7 (350) V-8 due to concerns regarding strength. It won't take a lot of abuse. But in normal driving, should hold up if it is in good shape and you take it easy.

The T-5 Camaro transmission uses the same 27-spline driveshaft yoke on the rear as do the GM M20 & M21 Muncie 4-speeds, Saginaw 3 and 4-speeds, Borg Warner T-10 4-speed & T-56 6-speed transmissions. The length may be different than your present transmission, requiring a change of driveshaft length and the transmission mount may be in a different place, requiring a transmission cross member adjustment. Check all these measurements out to make sure you are OK with any changes needed to mount the tranny in your vehicle.

Also, I believe the '92 T-5 Camaro transmission uses an electronic speedo setup rather than the older style speedo cable. You will want to check that out.

As far as bolting the T-5 to your '77 350...... As long as the input shaft is the same length as your '77 transmission and the bolt pattern where it attaches to your bellhousing is the same...... All you will need is a clutch disc having the correct 1-1/8" - 26 spline that works with whatever clutch you are using. (I am assuming that you already have the correct, matching bellhousing, 168 tooth flywheel and starter motor that go with your engine and 11" clutch). As Grumpy mentioned...... If you plan on driving it hard, a scatter shield is a good investment. I still have the scars where a flywheel exploded in one of my '55 Chevys many moons ago. Lucky to still have both feet. On the other hand, if you drive a T-5 hard, its not gonna last long...... So you don't want to push it hard.

Regarding your existing flywheel...... Inspect it and make sure it has ZERO cracks. If you detect any cracks at all, replace it. Your feet are worth more than the price of a new flywheel if one is needed. If yours is good, you can have it surfaced to remove any surface glazing so your new clutch will work as it should and not slip. But remember...... Degrease and check it for cracks before resurfacing. 2 reasons...... First, resurfacing can hide small cracks open to the surface and make them hard to spot. Second, you don't want to spend money resurfacing a used flywheel and then have to buy a new one if the old one turns out to be bad.

GM made 10", 10-1/2", 10-3/4" and 11" clutch discs for the 1-1/8"-26 spline transmissions. There are several models over various years that will work for you. Off the top of my head, a 1980 Corvette is one of them. Here are some listings I pulled up off a google search. Look for the 11" clutches that used the 1-1/8"-26 spline disc......

http://www.rockauto.com/catalog/raframe ... 55-5439541

When I pulled up this page, there was a funky little yellow box with the following message......

'Google Shopping requires us to show only the part they listed on this "landing page." Please click OK to see all our 1980 CHEVROLET CORVETTE Clutch Kit listings so you can choose the part(s) which best fit your vehicle and your requirements.'

If that pops up on your screen, just click on the 'X' at the bottom right hand side of the yellow box and the listings will appear.

Hope this helps,

Harry
 
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