Ford fiesta crossover 2019. Ford Fiesta Crossover 2021 Release Date and Price The newest changes and updates tend to be more than pleasant. Nonetheless, the impending 2021 Ford Fiesta can charge slightly more than its predecessor. The price will begin at about $15,000.If you would like higher-level variation such as Platinum, you’ll must pay $20,000.

SM420: For the old-school, ultra low geared crowd, the SM420 four-speed manual transmission is a great choice. Surprisingly well behaved on-road and absolutely burley off-road, the SM420 is a cool box of gears. If you think a transmission designed in the 1940's is an anachronism, you are right, and a very neat one at that. Order Chevy Tremec 5-Speed Transmission Kit, With Steel Flywheel,For Externally Balanced Engines, TKO600, Non-Convertible, 1955-1957 for $3,763.99 in our huge selection of parts. Shop restoration car parts and accessories at Classic Chevy. Drivetrain catalog offering discounted GM 3, 4, and 5 speed manual transmission parts for cars and pickup trucks and troubleshooting help! How to identify chevrolet gmc manual transmissions. Below you will find a detailed list of parts for the NV3500 HM290 5 Speed Manual Transmission that includes new transmissions, rebuilt transmissions, bearing rebuild kits with and without synchro rings, seals, small parts kit and bushing, individual bearings, hubs, slider, synchro rings, syncro assemblies, shift forks, gears and shafts.

1. Chevy 5 Speed Manual
2. Used Chevy 5 Speed Transmission
3. Best 5 Speed Manual Transmission

T-5 Tranny for 47-54 6cyl trucks

from stovebolt: http://www.stovebolt.com/techtips/t5tranny.htm

I see so many questions on installing S-10 T-5 transmissions into old trucks I thought I’d write down my experience and offer it as tech reference. Instructions are for installing in a Advance Design model truck (’47 to ’53) but I think would be very similar for other years. This is not a straight forward install, particularly the clutch — beginners may not want to tackle this swap.

The Richmond five-speed is known as the Street Five-Speed and also uses a 26-spline input and 32-spline output shaft. It also has essentially the same dimensions externally as the pre-'71 Muncie.

The tricky parts of this swap are putting together a clutch package and finding the right ratio’s tranny for your purpose. These trannys don’t have a great reputation with muscle car enthusiasts who run them with V-8’s, but they seem to be adequate for a 6. Mine has worked fine for 15 K now behind a 235.

Application sources

The T-5 was used in many applications: from 5.0 Mustangs to Jeeps to Vegas. They have the poorest reputation from the first two applications. The one you want for your truck should be from a 2 WD S-10 as the shifter in these variants is located nearest the front. It’ll make you as happy as finding a great cheap car insurance deal. It will locate the shifter about seven inches behind the stock 4-speed in AD trucks. Other variants will locate the shifter in the bench seat. You can use another variant and change the shifter location by bolting the tail shaft housing from an S-10 to it. The shifter is part of this housing so it will be located in the S-10 position. This seems to be your only option if you want a close ratio box from a V-8.

Ratios

The close ratio uses a 2.95 first gear and is best if you want performance set up. 2.95 is what the stock three-speed uses for first in the ’50. The info I got from the Chevy dealer shows 2 ratios available from ’85 to ’90 in the S-10 though there may be others: ML2 code in the glove box is 4.03 first and 2.37 second; ML3 is 3.76 first and 2.18 second.

I use an S-10 box with a 4.03 first. 4.03 is great for occasional steep driveways or creeping in a field but I usually start off in 2nd gear, which is 2.37. This will require some slipping the clutch at takeoff but works good for me. Tbs sound cards & media devices driver download. However, it will not give you a great launch if you want to do stoplight competition.

Another option is a box with 3.55 first gear. To me, this seems to be in-between the two and a compromise but I have heard some say they like it with a 3.73 rear. I prefer a 3.90 rear which will cruise 65 at 2100 RPM but will also pull hills OK in OD at 50. Also watch your OD ratios. I ended up with one early model box that had a .9 OD ratio. Hardly worth shifting into OD. Most are .72 but best to mark the input and output shafts and count revolutions.

An early box with mechanical speedo is a plus. I hear it’s very expensive to change from electronic to mechanical speedo drive. I find S-10 box’s plentiful for $50 to $100 at swaps, but the V-8 variants with 2.95 first seem to run more, around $200. Junkyards are very expensive places to get these. If time is on your side, shop around. Penny Saver-type papers are also a good source.

Before you install it…

After, or preferably before you purchase, it’s good to take a peak inside before you install. You can’t just pop a cover off to inspect these, you must pull off the tail shaft housing and shifter to get the top cover off. As long as you’re doing this you may as well at least re-shim the end play off the main shaft. They use tapered roller bearings and any end play will result in sloppy bearing clearance as in sideways play. One might consider bearings and synchro’s at this time also. Instructions are in Chilton’s at your local library. Also good time to change the speedo drive gear if necessary. You might not have to do this if you’re using a 3.73 or taller rear but I did with the 3.90. The S-10 used only one drive gear (9 teeth I think) but I found the Camaro T-5 had the right gear. I used GM P/N 14071731 (7 teeth drive gear) and 14077086 (driven gear) for my ratio of 3.90 and tire size of 28.8 inches. This will vary for different applications.

Also remove the C-clip from the rear of the output shaft. I don’t know the purpose of it but found it interfered when I used a particular drive shaft; could not slide it far enough forward to install. Some simple mods will need to be done to the tranny. Ream or drill the 4 mounting holes to open them up from the metric size to half inch. You will notice the input shaft, the pilot part of the shaft and the front bearing retainer are longer than the stock tranny’s. I cut about 1/4 of an inch off the pilot to match the stock one. This still leaves the overall length of the shaft a little long but was not a problem. You can drive the pilot bushing in further if it does interfere. I also cut the bearing retainer to match one from a stock tranny.

And now, the Tricky Part…

I found the tricky part was putting a clutch package together. Notice the splines are shorter than your stock tranny. They are also different size and number. S-10’s are likely 1-inch, 14 teeth, V-8 boxes are fine spline. Mine was 1-inch 14 so I used a 11-inch flywheel and an ’85 Astro Van 11- inch disc with a pressure plate from a small block. Used a throw out bearing from an SB but for a cast iron fork. Use the stock fork and clutch linkage. This setup put me within about .100 of running out of clutch splines on the input shaft. Enough to dis-engage but barely. I think if I ran out of splines I would have ground down the clutch disc hub a little. This is a gray area and I recommend setting everything up without a pressure plate installed so you can see what’s going on for clearance. I found some Astro Van discs very different from others. Any other make disc could work as long as it matches your input shaft and is the right thickness.

The gearbox is a couple inches longer than the stock one so you will need a shorter drive shaft. For my ’50 with the ’55 rear I found an Astro Van shaft fit perfectly with a Napa 348 cross over U joint for the rear. Again, this may vary for your application. Also needed a longer speedo cable. I’ve run the T-5’s and Saginaws with no trans mount several thousand miles with no problems, the trucks mount on the bell housing. It did however make me nervous with aluminum case sticking so far out in space so I fabricated a cross member from the original truck’s cross member. I cut and welded a recessed pocket in it, also cut and welded in tubes where the bolts pass through the vertical part of the cross. I bolted the mount to the tranny first and then slid the cross under it and bolted it on. Again perhaps not necessary but makes me feel better.

Fools the best of ’em

Most people at shows think I have a stock 4 speed. I used a 4-speed shifter welded onto the S-10 shifter. This does make for a long throw but I’ve heard of people reoperating the shifter pivot to address this. I acquired a Hurst after-market shifter with a short throw I plan on installing.

With the T-5 I can cruise 65 mph at 2100 rpm and still pull hills at 50mph without having to shift out of OD. I don’t hesitate to drive to a show or vacation hundreds of miles away. 65 to 70 is about all I feel comfortable doing in the truck and I still prefer a state highway to the interstate. Ratios are a gray area of this article. I make recommendations based on what I like and others may prefer different ratios depending on geographic location, engine, cam, how you plan on driving, towing, importance of gas mileage vs. performance.

General Motors is an innovator of automatic transmissions, introducing the Hydra-Matic in 1940.^[1] This list includes some GM transmissions.

Automatic transmissions[edit]

Early models[edit]

The GM Hydra-Matic was a success and installed in the majority of GM models by 1950. Through the 1950s, all makers were working on their own automatic transmission, with four more developed inside GM alone. All of GM's early automatic transmissions were replaced by variants of the Turbo-Hydramatic by the 1970s.

• 1940–1967 Hydra-Matic — Oldsmobile (now the trade name for all GM automatic transmissions)
• 1948–1963 Dynaflow — Buick
• 1950–1973 Powerglide — Chevrolet (also used by Pontiac, Holden, Vauxhall and Opel)
• 1968-1971 Torquedrive- Chevrolet ( Camaro and Chevy II, Nova. Manually shifted on Column. )
• 1957–1961 Turboglide — Chevrolet (V8 models only, except Corvette)
• 1958–1959 Flightpitch — Buick
• 1961–1963 Dual Path Turbine Drive — Buick
• 1961–1964 Roto Hydramatic — Oldsmobile/Pontiac (also used by Holden)
• 1964–1969 Super Turbine 300 — Buick/Oldsmobile/Pontiac (Oldsmobile Jetaway)
• 1968–1969 Torquedrive — Chevrolet (manually column shifted 2 speed automatic, 6 cyl only)
• 1956-1964 4 speed Controlled coupling HydraMatic, also known as Cadillac 315 or P 315 HydraMatic, Oldsmobile Jetaway, Pontiac Super HydraMatic.
• TempestTorque, ( Pontiac) a two speed based on Powerglide, but having the added feature of ' Split Torque ' dividing the engine power between mechanical connection and the torque converter in high gear.

Turbo-Hydramatic[edit]

The Turbo-Hydramatic was used by all GM divisions, and formed the basis for the company's modern Hydramatic line. The basic rear-wheel drive Turbo-Hydramatic spawned two front-wheel drive variants, the transverseTurbo-Hydramatic 125, and the longitudinalTurbo-Hydramatic 425. A third variant was the light-duty rear wheel drive Turbo-Hydramatic 180 used in many European models.

Heavy-duty rear wheel drive

• 1971–1994 3L80HD (heavy duty version of TH400)

Medium-duty rear wheel drive

• 1964–1992 Super Turbine 400/TH400/3L80
• 1969–1986 TH350/TH350C/TH375B/TH250/TH250C
• 1972–1976 TH375 — Light duty version of TH400
• 1976–1987 TH200/TH200C
• 1981–1990 TH200-4R
• 1982–1993 TH700R4/4L60

Light-duty rear wheel drive

• 1969–1998 TH180/TH180C/3L30 — 3-speed European/Asian model. Also manufactured and used by Holden as the Trimatic transmission.

Transverse front wheel drive

• 1980–1999 TH125/TH125C/3T40 — 3-speed light-duty
• 1984–1994 TH440-T4/4T60 — 4-speed medium-duty

Longitudinal front wheel drive

• 1966–1978 TH425 — 3-speed
• 1979–1981 TH325 — 3-speed
• 1982–1985 TH325-4L — 4-speed

Electronic Hydra-Matics[edit]

The next-generation transmissions, introduced in the early 1990s, were the electronic Hydra-Matics based on the Turbo-Hydramatic design. Most early electronic transmissions use the '-E' designator to differentiate them from their non-electronic cousins, but this has been dropped on transmissions with no mechanical version like the new GM 6L80 transmission.

Today, GM uses a simple naming scheme for their transmissions, with the 'Hydra-Matic' name used on most automatics across all divisions.

First-generation longitudinal (Rear Wheel drive)

• 1991–2001 4L30-E — 4-speed light-duty (used in BMW, Cadillac, Isuzu, and Opel cars)
• 1992– 4L60-E/4L65-E — 4-speed medium-duty (used in GM trucks and rear-wheel-drive cars)
• 1991– 4L80-E/4L85-E — 4-speed heavy-duty (used in GM trucks)

First-generation transverse (Front Wheel drive)

• 1995–2010 4T40-E/4T45-E — 4-speed light-duty (used in smaller front wheel drive GM vehicles)
• 1991–2010 4T60-E/4T65-E/4T65E-HD — 4-speed medium-duty (used in larger front wheel drive GM vehicles)
• 1993–2010 4T80-E — 4-speed heavy-duty (used in large front wheel drive GM vehicles, only with Cadillac NorthStar V8.

Second-generation longitudinal (Rear Wheel drive)

• 2000–2007 5L40-E/5L50 — 5-speed medium-duty (used in Cadillac's Sigma vehicles)
• 2007–present 6L45/6L50 — 6-speed medium-duty (used in GM Sigma platform cars)
• 2006–present: 6L80/6L90 — 6-speed heavy-duty (used in GM trucks and performance cars)
• 2014–present: 8L90 — 8-speed heavy-duty (used in GM trucks and performance cars)
• 2016–present: 8L45 — 8-speed light-duty (used in GM luxury cars)
• 2017–present: 10L80 - Ford-GM 10-speed automatic transmission (used in GM light trucks including pickups and related SUVs)
• 2017–present: 10L90 - Ford-GM 10-speed automatic transmission (used in GM performance cars)

*This transmission is part of a joint-venture between General Motors and Ford Motor Company to split development of two transmissions, a longitudinal 10-speed and transverse 9-speed. Ford led the design of the 10-speed transmission, as well as filing the design patents for said transmission. According to an official report by the SAE (Society of Automotive Engineers) the design of the 10-speed gearbox is essentially all Ford, while GM was responsible for designing the 9-speed 9T transverse automatic gearbox. As part of their joint-venture, Ford will let GM use the 10-speed transmission with rights to modify and manufacture it for their own applications. In-exchange for Ford's 10-speed transmission, General Motors will let Ford use its 9-speed transmission for front-wheel drive applications; Ford ultimately declined use of the 9T.^[2][3][4]

Second-generation transverse (Front Wheel drive)

• 2008–present: 6T30/6T40/6T45 — 6-speed light-duty
• 2006–present: 6T70/6T75 — 6-speed medium-duty
• 2016–present: 9T50/9T65 Hydra-Matic – 9-speed^[5]

Hybrid and PHEV[edit]

• 2ML70 - 2-Mode Hybrid transmission.
• 4ET50 (MKA) - Electric Drive Unit Transaxle (First Generation Chevrolet Volt / Cadillac ELR)
• 5ET50 (MKV) - Electronically controlled, continuously-variable automatic transaxle (Second Generation Chevrolet Volt)^[6]
• 5ET50 (MKE) - Electronically controlled, continuously-variable automatic transaxle Transaxle (Full Hybrid, Ninth Generation Chevrolet Malibu)^[7]
• 4EL70 (MRD) - Electric Drive Unit Transmission (PHEV Cadillac CT6)

Chevy 5 Speed Manual

Other automatics[edit]

• Aisin AF33 — 5-speed transverse automatic made by Aisin AW Co., Ltd.
• Allison 1000 Series — 6-speed longitudinal automatic made by Allison Transmission
• Saturn MP6/MP7 — 4-speed automatic developed by Saturn for use in the S-series from 1991 to 2002
• VTi transmission — continuously variable transmission
• Tremec M1L transmission — 8-speed Dual-Clutch made by Tremec for the Chevrolet Corvette C8
• GM CVT250 — continuously variable transmission

Future[edit]

Manual transmissions[edit]

Longitudinal transmissions[edit]

Used Chevy 5 Speed Transmission

• Aisin AR5/MA5 — 5-speed longitudinal manual made by Aisin
• Aisin AY6 — 6-speed longitudinal manual made by Aisin
• Getrag 260 — 5-speed longitudinal manual made by Getrag
• Muncie M20 — 4-speed longitudinal wide ratio manual transmission made by GM at their Muncie, Indiana factory
• Muncie M21 — 4-speed longitudinal close ratio manual transmission made by GM at their Muncie, Indiana factory
• Muncie M22 — 4-speed longitudinal heavy duty close ratio manual transmission made by GM at their Muncie, Indiana factory
• Saginaw M26/27 transmission — 3 and 4-speed longitudinal light duty (less than 300 hp wide ratio manual transmission made by GM at their Saginaw, Michigan factory
• Muncie M62/M64 — 3-speed longitudinal transmission made by GM
• Muncie SM420 — 4-speed manual used up to 1967, very similar to sm 465 except small changes to gear ratios and location of reverse.
• New Process Gear NP435 - 4-speed longitudinal transmission used in a select handful of 67-72 GM pickups
• New Process Gear A833 RPO MY6 or MM7 — 4-speed longitudinal A833 overdrive transmission made by New Process Gear for early to mid 1980s General Motors Light Trucks
• Muncie SM465 — 4-speed longitudinal manual used in 68- 91 Chevy 1/2 3/4 and 1 ton trucks
• New Venture Gear NV1500 — 5-speed longitudinal manual made by New Venture Gear
• New Venture Gear 3500/4500 — 5-speed longitudinal manual made by New Venture Gear
• Borg-Warner T-10 transmission — 4-speed longitudinal manual currently made by Richmond Gear; originally made by Borg-Warner
• Tremec T-5 — 5-speed longitudinal manual currently made by Tremec; originally made by Borg-Warner
• Borg-Warner T-50 transmission — 5-speed longitudinal manual - used by GM in its H Body cars and a few other limited light duty applications from 1976 to 1978;
• Tremec T-56 — 6-speed longitudinal manual overdrive made by Tremec; formerly made by Borg-Warner
• Tremec TR-6060 — 6-speed longitudinal manual overdrive made by Tremec
• ZF S6-650 — 6-speed longitudinal manual made by ZF Friedrichshafen
• Tremec TR-6070 — 7-speed longitudinal manual overdrive made by Tremec

Transverse Transmissions[edit]

• F23 — 5-speed transverse manual manufactured by Getrag
• F35 — 5-speed transverse manual manufactured by Saab in Gothenburg, Sweden
• F40 — 6-speed transverse manual manufactured by FGP Germany
• Getrag 282 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
• Getrag 284 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
• MP2/MP3 — 5-speed manual developed by Saturn for use in the S-Series from 1991 to 2002

See also[edit]

References[edit]

1. ^'Hydra-Matic History: The First Automatic Transmission'. Ate Up With Motor. 2010-05-29. Retrieved 2014-01-15.
2. ^'Exclusive: An Inside Look At Ford's New 10 Speed Transmission'. http://www.thetruthaboutcars.com/. Retrieved 2015-03-16.External link in |publisher= (help)
3. ^Brooke, Lindsay. 'Ford and GM finally consummate 9- and 10-speed joint development'. articles.sae. SAE International. Retrieved 20 March 2016.
4. ^'Ford passes on GM's 9-speed automatic transmission'. Retrieved 2018-11-12.
5. ^Panait, Mircea. 'GM Hydra-Matic 9T50 Transmission Confirmed for Chevrolet Cruze, Malibu, Equinox'. autoevolution. Retrieved 2016-12-07.
6. ^'GM Service Insights, pg 23'(PDF). Archived from the original(PDF) on 2019-01-09. Retrieved 2019-07-16.
7. ^'GM Service Insights, pg 23'(PDF). Archived from the original(PDF) on 2019-01-09. Retrieved 2019-07-16.

Best 5 Speed Manual Transmission