Thread: nv3500 to borg warner t5 help

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well i've got a problem with my daily driver and need some help
im hopeful someone can point me in the right direction

ok, here is the story...
i bought a 1996 Ls gmc sonoma early this year with stick shift action for 3 reasons 1. last winter claimed by ford f150 2. wanted to learn manual(my late dad's streetrod is a manual) and 3. fuel economy. After a needed tune up and a new water pump this little truck has exceeded my expectations and so far is more enjoyable to work on than most anything I’ve ever worked on (except my streetrod).

Anyway, after months of practice with stick shift action I came to the conclusion that whoever drove the truck before me did not know how to drive a stick or... they may have raced it… Hard.
It makes noise in all gears (input bearing), its a little stiff when shifting into gear especially 2nd (some clash).
i took a look at the clutch and discovered that there is only about 1/16 to 1/32 of clutch left which explains why is has such a tight friction zone and a long stroke on the petal before it engages. I doubt I caused any significant wear while learning.
Well anyway i took it to a trany shop and they said it would be $1000 just for the clutch! probably one of the many reasons why they sold in the first place. another other reason i… some dumb dumb unscrewed one of the spark plugs so no one would notice that the spark plug wire was dead and that cly. wasn’t firing... i was real happy about that!
For that price I can buy a truck load of manual transmissions from my favorite junk yard!

anyway
After all the research and contemplation I have decided to fix it myself and get rid of that nv3500 crap box because it is harder to work on and i always believed simpler is better.
The Borg Warner t5 seems to be the best, cheapest, easiest, option
So here is a list of questions I would like to ask all you experienced automotive enthusiasts that love American iron and might know what im talking about

1 How easy is the swap from the nv3500 to the BW t5? On a 1996 4.3 sonoma
2 what should I look for as far as input shaft is concerned? ( length, size, spline count)
3 what are the best clutch options for long life, towing and maybe a little racing and how will that effect clutch petal feel?
4 clutch size (yeah I know easy question)
5 will I need to have the drive shaft modified?
6 Can I keep the electronic speedo?
7 will it affect my antilock brakes? (I assume this answer is a big fat NO)
8 will it affect the computers shift light
9 can think of any thing else

Well beside that, I know my way around a Garage and a Machine shop.

Thanks for any help and thanks for reading this
Machinist Dave

Well, I've never done this particular swap, but I wouldn't think it to hard.

If both transmissions are the same length, and have the same output spline count, the drive shaft shouldn't be an issue.
Me personally, I've had good luck with Napa's heavy duty clutch.
I think the t-5's were used in a variety of vehicles, so you will have to take some measurements on shifter location, a camaro t-5 shifter probably won't be in the same place as a truck t-5 shifter, for example.
As far as the electric speedo is concerned, I would look for a t-5 with an electric one already on it. That part may be the biggest headache, cause I believe if speedo isn't the same ratio it could confuse the ECM. But I think you can maybe change them out.
I am by no means an expert, just my thoughts and ramblings on the subject.
Hope this helps, Adam

sinister
Well im unshure of the length of the t5 but I don’t think it would be a problem if I can get a t5 and driveshaft out of an older s10 or Sonoma. I had the opportunity not to long ago to compare a friend’s 1994 sonoma to mine and I discovered that they are very similar, almost a mirror image of each other (minis the bodys). The only bad part is… I didn’t measure anything and my friend doesn’t have the vehicle any more.

Does Napa’s heavy duty clutch increase the petal effort?

dave

While I don't have any information concerning your swap, heres a little different take on your problem.

The NV3500 is a great transmission for some aplications and I never found them very difficult to work on. It is the transmission of "CHOICE" for some 4x4 applications and if they will take that then they sure are far from a " crap box". Over the last few years I have done seven change overs on Early Bronco's using the NV3500 to replace a host of so called bullet proof transmissions like the SM465 4 speed and the ZO5 speeds. In each and every case the NV3500 has proven to be the superior choice.

I don't know why anyone told you the clutch was going to be a $1,000 on your S10 NV 3500 combination. The clutch alone is $112.87 and then you should swap out the throw out bearing and pilot bushing but parts alone shouldn't be over about $250.00 or so. Replacing the clutch itself is about a half a day job even for a novice maybe a day.

Now that won't address your bearing noise but neither was the $1,000 clutch job.

Just my opinion but I would much prefer the NV3500.

Roland

Hombre259
Well Im just trying to find a cheep solution that wont cost 1000$ and I don’t have the funds to pursue a 4x4 conversion to my s10 so as long as it is a respectable transmission and I don’t have to modify too much im ok that

Nice bronco, What’s the deal with the two short shifters?

These Early Bronco's came with a Dana 20 Transfer case. The shifters on the Dana 20 when they worked at all worked really bad. This twin stick shifter solves that problem there is one shift for Low Range and one for "High" range. Ends up giving you about 6 different forward gears plus the 5 speed NV3500 and you got about so many different combinations that its not even funny.

Roland