Getting parts for my 3500 conversion. At the moment I have a 94 T5 from a Camaro. Is this usable? Is it the version with the longer shaft that has to be modified?

Most discussions on what is the better gearing talk about either using the V8 T5 for the stock 3.9 rear or using the V6 T5 with ~3.07-3.45 rear end gearing. I would look more at the 3.45 side for better acceleration then the fuel economy of using a ~3.07 or so rear.

I plan on replacing the rear end at some point to get LSD. The question is if I utilize a V8 T5 what rear end gearing should be used?

Scott has had a few threads talking about using the Ford Ranger rear due to only having to shorten one side. The gear choices are:

7.5" ring gear, w/o ABS; 10" brakes, 3.08 ratio
7.5" ring gear, w/o ABS; 10" brakes, 3.45 ratio
7.5" ring gear, w/o ABS; 10" brakes, 3.73 ratio
7.5" ring gear, w/o ABS; 10" brakes, 4.10 ratio
7.5" ring gear, w/o ABS; 9" brakes, 3.08 ratio
7.5" ring gear, w/o ABS; 9" brakes, 3.45 ratio
7.5" ring gear, w/o ABS; 9" brakes, 3.73 ratio
7.5" ring gear, w/o ABS; 9" brakes, 4.10 ratio

If the V6 transmission gearing works well with 3.07-3.45 rear, I would assume(yea that's why the question) that the 3.73 or 4.10 would go with the V8.

Also which brakes to look at? Would both the 10" or 9" require a new master cylinder or would a adjustable proportioning valve work?

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Chuck
Hamden, CT

79 MGB - Rumpelstiltskin
Just awakened after a 10 year slumber.
Weber 32/36 DGV, a Stuck 45d Dizzy (stuck at 10 BTDC), Bad Vacuum advance disconnected n plugged. (refer to stuck dizzy) , Peco Exhast.

Chuck,

At this very moment, our white 1980 MGB 3.4L SFI V6 is running the new 3.42 limited slip differential and I did not have time to change over to the V6 T5 thus I am still running the V8 T5 with the 3.42.

Its not a horrid combo- its okay but not my taste.

For the longest time, the BOP/R V8 guys were running their 215ci/3.5L V8s (easiest to find) with the 2.95 V8T5 (what they preferred) and 3.07 MGC gearing because 3.31 was difficult to find. I have driven a few and the takeoff in these cars is lacking even with the amount of torque given. They like them- again personal choice.

I have built one car with a V8 T5 and then he later came back with want of a wide GM rear axle for his body redesign. We built him a 3.73. The overall gearing was neat and with the design of the exhaust system (true duals) and other little things, it was right for the car. Quick shifts throughout the gears and so on. The only way I would build that exact gearing into my car is if I placed a hot camshaft in the car with more power but a limited power band.

If you have more power than my 3.4L (3500 will have more) a 3.42 would be okay (it is for the 3.4) but the combo does take a hair away from it in my opinion.

A 4.10 is not a good choice unless this thing winds up to 7,000 RPM and has no lower power-level which I doubt.


Consider this- the average V6/V8 Camaro that i have looked into has a 3.23 rear axle with a wheel/tyre package that is Huge compared to an MGB. If you look at the Camaro 3.23 and ad the wheel size to it, then compare the MGB rear axle of 3.909 and add it to the wheel package, you might as well say that the Heavy 3400 camaro is essentially a 3.0:1 whereas the MGB with 2200 is going to equate to a 4.0:1 ratio. Lighter plus lower speed gears- too low. Camaro guys tend to go to 3.42 for quicker takeoff and if they use the car primarily for drag racing, 3.73. When considering that we have lighter weight, when the Camaro guys go to a 3.42, we could go to a 3.23 or 3.07 and have the same amount of takeoff- wheel package size, weight, engine power level (not only peak- the entire curve!) but I like the 3.42 which I don't think a 4.10 Camaro would have the same takeoff ability at.






My question- WHY would you use a V8 T5 if you already have a V6 T5?

Why use a close ratio gearbox? If you have small displacement, a high revving engine with no lower power band and very peaky BHP curve, a heavy vehicle (semi-truck) or other items that require you keep in the tip top exact power point of a very narrow power band to the weight ratio of the vehicle.


You have an MGB- light
with a 3500 that is not built for full race (high compression pistons, Very PEAKY camshaft)- wide power band
that will be used for the street and sometimes track.

Unless your planning to build so much power into this thing that your going to snap main shafts, I see no reason to go to the V8 T5. You want lots of take off power, go for the V6 T5 with the 3.4:1 rear end gearing.


-BMC.

One reason I asked the question as I did, was that most discussions about T5's and rear end's always ended with, the basic advice of "If keeping stock rear, you need a V8 T5 with a 2.95 first gear and .63-.68 fifth gear set, if you wanted to utilize a V6 version, you had to at least install lower gears or replace the rear.

No one ever talked about what would be the best LSD rear end and gear ratio for the V8 T5.

I will be using Marc's KillerB's E-Kit for the LX9 3500 which is set up to utilize a Ford T5. I believe your BMC kits for the 3.4 utilize the 88-93 GM T5 with tilt. 94 and up I believe GM switched to the Ford bolt pattern. Is this correct? If so then the 94 GM T5 should work with Marc's transmission mount.

I also believe that around the 94 timeline the main shaft was longer, this is also true of the Ford T5 sold by most suppliers (Summit, Jegs and the other one (has less shipping charges). Guess that is a Perry moment (still cant remember their name). You either have to utilize the longer bell housing or cut off the extra length off the shaft to make it work.

So with the above mentioned issues, I am still unsure if I can use the 94 Camaro V6 T5. Have not heard back from Marc. yet.

My main focus atm is to get the Engine and Transmission installed and the car back on the road before Christmas. Just hope Santa makes my wishes come true!

I do plan on replacing the rear end no matter what transmission I use. The budget just does not fit it into doing everything at the same time. It is not the cost of getting a rear shortened, but other items that have to be updated, mainly the brake system. This is slotted for phase 2 of the rolling resto..er modifications..er update er.. making it my own...yea that's it...

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Chuck
Hamden, CT

79 MGB - Rumpelstiltskin
Just awakened after a 10 year slumber.
Weber 32/36 DGV, a Stuck 45d Dizzy (stuck at 10 BTDC), Bad Vacuum advance disconnected n plugged. (refer to stuck dizzy) , Peco Exhast.



Edited 3 time(s). Last edit at 11/22/2011 10:45PM by MG-Maxx.

Chuck,

Just my 2 cents worth but maybe you want to hold off on the rear end until you drive the car for awhile. I have a 3.4 V6 and T5 from a 95 Camaro in my 67 GT. Yes, you don't stay in first gear too long but it's not that bad for my particular driving style. Try it to see if it fits you. If it does, you have saved that time and money. If not, you can change out the rear end at any time.

Happy Thanksgiving

Thank You Ron. Exactly!


Chuck,

You can use the (L32 3.4L) V6 T5 but you have the wrong bell housing for the engine your using. We have various bellhousings, flywheels, clutch kits and clutch actuating systems that are built for your system.

-BMC.

The plan always including waiting on replacing the rear end for a year of two. Give the bank account a chance to gasp.

The main reason to replace the rear at least for me is to get LSD.

Earlier this year, I found myself without a car and borrowed my brothers Jetta. The car was quick for a Jetta and I asked what he had done to the engine.

'Nothing, I blew the tranny' Came the chuckle. He then said that why they were at the track doing tuning runs (Hayabusa 550hp Nitrous, Airshifter, Extended A-arm - No wheelybars), they got their streetcars up on the line. He wanted to see what would happen if he dumped the clutch at 7,000 RPM.

Yep he and I would assume you, guessed right. After one of the guys who installed a spare trans they had, the only issue was it was built for the strip. I checked the gearing and it was running about 400 RPM higher then the MG at 70 MPH (both cars in 4th).

The reason for the story is that this car was geared so that 1st was not used long and was even hard to find. I was never sure whether I was in 1st or 2nd, just had to adjust the right foot to give a little more gas if in 2nd. Car was fun to drive, the only issue was just in finding 1st, not how it was geared.

So if the using the V6 T5 is as above, I should be able to live with it until I do replace the rear.

Brian. I do need a different bellhousing. Do you have a 94-95 S10 2.2l Bellhousing, per Marc's kit requirements? Does the 94 T5 have the Ford Bolt Pattern? I also want to talk to you about the gas tank and a few other small items.

---

Chuck
Hamden, CT

79 MGB - Rumpelstiltskin
Just awakened after a 10 year slumber.
Weber 32/36 DGV, a Stuck 45d Dizzy (stuck at 10 BTDC), Bad Vacuum advance disconnected n plugged. (refer to stuck dizzy) , Peco Exhast.

We need to check stock on bellhousings but most likely have something that fits exactly what you need.

I have also found an alternate source that with some work could fit the T56 not that you need it...

-BMC.