Thread: How to mate a 283 to a 5 speed

Tweet

I have a 55 Austin Healey 100-4 that currently has a 283 connected to a powerglide in it. I just bought this car and over the winter I would like to swap out the tranny for a 5 speed. I need to start gathering parts so that I can get this into the car over the winter.

I am a British car guy so I don't know much about the American stuff (the stuff that actually works when its supposed to) and need some help. The engine is out of a '64 Chevelle and as I said, I want to attach it to a 5 speed. What components do I need to get? What transmission will fit and what is the best car to get it out of? Also, considering this car set for many years I may be rebuilding it over the winter as well, do you guys recommend any particular rebuild kits? I do not need this car to be a monster, I love cruising and so I would be happy rebuilding to stock, or perhaps with a bit more pep than it had originally.

If you guys can help I would appreciate it.

100-4.jpg

First off, welcome to CHR! The Healey sounds like a neat project, hope you hang around, add some pics, and keep us updated on the progress!!!

As for the questions, Lakewood, McCleod, and Quick Time are a few of the companies that make the bellhousing you will need. As for the transmission itself I'd suggest the TKO 600, built by Tremec. Any number of different companies handle them and there are also some used one's showing up on the market. There's also a bunch of different companies sell the entire "package"; transmission, clutch, bellhousing, and throwout bearing. Can save some $$$$$ that way if you do some careful shopping....

Greetings and Welcome to CHR!

As Dave suggested, a kit may be your best bet. The Tremec 5 speed would be killer and it should be more than enough to address your needs - but they're dear!

Check out these guys: 1956-62 Corvette Complete TKO 5-Speed Tremec Transmission Conversion Kits from Hurst Driveline Conversions as a starting point. They have a lot of kits and if you work with them, could probably come pretty close to what you need. Ideally, you'll just need to fabricate a new transmission hump and perhaps have a drive shaft made to length.

Keep us informed of your progress - always nice to have a "British slant" chime in. I love those old Austin Healeys!

Regards,
Glenn

Check your crankshaft to see that it is drilled for a pilot bushing.

You'll need a pressure plate which is correct for the motor.

Neutral safety / back up light switch may be an issue

As you research several choices will pop up, all have advantages and disadvantages........probably the two most critical are price and size.
The TKO transmissions are proven, sturdy, and fairly well available. If you're going to rebuild the engine to stock specs, i.e. comparatively low torque you could probably get away with a TKO 500, maybe save a few bucks. TKOs will likely require some floor/trans tunnel work as they're bulkier than other choices. They come standard with three shifter locations so that's a plus.

One other suggestion that some might toss your way is the T5. Advantages are they're available and pretty cheap. Disadvantages are they're comparatively light duty, though some models of the World Class style (WC) could easily live behind a calm 283 if not beat like a red headed step child. The variety of speedo drives (mechanical vs. electronic) scares some people, but with the availability of GPS it's not much of a concern nowadays. If you get a T5 from a GM car they bolt right up to a stock bell housing, BUT there are a couple kickers. The WCs from a Camaro/Firebird might take the torque, but in stock location they are rotated about 18 degrees so need the cockeyed bell housing, will have a "crooked" shifter, and the rear mounting pad will be at that angle. They can be rotated on a standard bell housing, but you still have that shifted pad (some have fabbed an angled adapter to use a "flat" mount. The version from an S10 will install "flat" as normally expected, but they usually need some parts swapping to make them into the sturdier versions. Also, their input shaft is about 3/8" longer so a spacer/adapter is needed between the bell housing and trans to keep the disc from hanging up, and allow full seating of the pilot portion of the shaft (some cut the nose of the pilot area, but that could cause hang ups with the disc). The T5 usually won't need floor mods as it's got a slim profile, but that may already be done with your current automatic. Shifter locations are a bit limited, the Camaro style is toward the rear, the S10 further forward, and the Astro van version (comparatively rare) is in between, not as easy as the TKO, but not real difficult either.

All in all this has become a fairly common swap so there's lots of info out there, but each has it's own set of trade offs. Here are a couple suppliers of parts/kits that support the rod/kit car market. Forte used to post on here and pay advertising for what that's worth.

Forte's Parts Connection - TREMEC, FACTORY FIVE COBRA PARTS, FORD RACING PARTS, FFR, MUSTANG, TRANSMISSIONS, T-56, T-5, TKO, TR-3550

GM Street Rod/Kit Car PerfectFit

I had the same thoughts as Uncle Bob, that a TKO-500 would be a good fit for your mildly built 283, or that a T5 would likely work OK, too, and is substantially smaller which might help your fitment issues. I ran across a pretty good history of the T5's which explains what they were in, and even some mix & match that can be done to move the shifter around, etc. Be aware that some of the OEM units, like those in a lot of Camaros and Mustangs, may have been used and strongly abused, making them virtual grenades waiting to explode. Be prepared to go through anything you buy used without personal knowledge of it's history. Here's the link to some history - History of the Borg Warner T-5 Transmission; Mustang, Camaro Firebird, S-10

A Camaro V8 T5 with a S-10 tailshaft would probably be the cheapest solution. Rebuilt units are not that costly, but the S-10 tailshaft would need to be added. I think the Camaro shifter would end up too far back.