3900 rwd

[Guest]

Both the I4 and 60degree V6 T5 have the same bolt pattern, so it will fit the 4 cylinder bellhousing. The V8 T5 is different, in the mounting ears and also the input shaft, so it's not really a viable option anyway.

[trash boat]

94-95 s10

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[trash boat]

The Ford has a 300fpt rating with a 3.30 low gear. Most Chevy's are 4...she's not gonna be towing...lol

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[trash boat]

and the regular one you were talking about, starter is the wrong side

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[Xnke]

Quick answers:

Yes, you can use the Ford pattern T5 (which is a WC box most likely, just like the 93+ S10)
Yes, you will need to use the ford clutch hub. Getting the hub changed by the clutch company has never been a problem for me. Just CALL and talk to the clutch company and ask.
Yes, you need the bellhousing for the 93+ 4-cylinder and you'll still need to touch up the starter pocket-it's not quite a perfect fit.

The T5 transmission in both Non-World Class and World Class forms was rated for 295ft-lbs input torque, and while parts do not interchange for the most part the WC boxes were not upgraded in strength, but instead in shift feel and shift linkage durability.

The 2.95 1st gear is "stronger" than the 4.03 first gear from 4-cylinder trucks and the 3.76 from the V6 trucks, but that isn't where you're going to get breakage in a T5, *usually*. Usually you'll get breakage by overshifting the box and breaking off the shift fork, which then lodges bits in the gears and THEN the box explodes. It's fun, you should all try it at least once.

Then, after the overshifted box, the input shaft gear normally gives up before 1st gear does.

[trash boat]

I have a b&m shifter...they have a stopper built in. The parts I'm using aren't the best, I know but chevette's only weigh 2000lbs and the 3900 probably isn't gonna exceed the 300lbs so everything should be okay. I'm also gonna use a 7.5 s10, they're crap to but lots of parts out there and should be okay with everything else

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[trash boat]

You think the 3900 would like this Cam?https://wot-tech.com/shop/stage-3-ro...m-package.html

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[Guest]

lift and duration specs aren't given. perhaps an email can get you that info. it does state that the spring seats will need to be machined. of course thats not sure if hte 3900 heads will need that work too. If so then the heads have to come off. I would check with Ben at the store.

if the heads have to come off for machining, and thats not something you want then you can always go with the stage 2, or have a custom grind done.

remember the 3.9 supposedly has 1.7 rockers instead of 1.6 which will affect overall lift numbers. try to get lobe lift numbers if possible and then do the math

[trash boat]

Has anybody proved that for sure? I've read a few thing but they all say apparently they're 1.7's

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[mbirt]

The rocker ratio is 1.7:1
The ports flow on par with the early LS cathedral ports (no need for porting)
The cam bearing journal is 2.025" OD vs. 1.869 for the earlier engines, so some have installed cam bearing spacers to allow the use of previous generation camshafts.

I'm curious what you find for a cam for your LZ9. Delta turned me down for doing a regrind for me because it's a hollow assembled camshaft. Since then, I've found Joseph Upson's cam card from his LZ9 regrind they performed in August 2007. Maybe they decided they wouldn't do another after his.

[trash boat]

I'll probably end up with spacers, get the guys at work to machine them maybe get them tigged in to insure they don't spin, the crappy part is I have so many projects on the go and this v6 is at the bottom of the list

[Guest]

if you can't get your guys at work to machine up those spacers, I have one set left that I made I am looking to sell. I think I have sold 4 sets so far.

[1QUICKHATCH]

I also have a spare set of spacers that I can part with if you need them and I'm about 40mins from you.

[mbirt]

I've been contemplating starting my own thread with my cam questions, but this might be applicable for the OP and I have the attention of some knowledgeable guys, so I'll ask here first:

1. Is there a difference in base circle diameter among the factory 60v6 cams? I've noticed that the LZ4/9 shares a common .2727" lobe lift with some early 60v6's, so I'm hoping GM was lazy here and didn't actually change the lobes when they went to the larger cam journal.

2. Can I use a 60v6 flat tappet cam as a regrind core for an LZ4/9? They're much more plentiful and much cheaper than roller cams after a brief search.

3. How about shrink fitting steel rings (~.078" wall thickness) onto the (disposable) early gen cam journals and then turning to 2.025" and polishing on a lathe with a live center?

If I sound extremely cheap, it's because I'm trying to explore the potential of this engine for the GRM $201X challenge and maybe even Lemons/Chumpcar. I already scored a deal on LS6 valve springs and my cam idea right now is to replicate the GMPP LS1 ASA cam (226/236, .525/.525, 110 LSA).

[trash boat]

I've thought of that, maybe use some lock tight...and the using a flat tapped Cam isn't a terrible idea. you're leaving some on the table but it's gonna make more then stock.