T5 swap - specific questions...

[red65]

I know red65 has an A-5 and some people have gforce, i know bottlefed70 recently did a t5 swap speak up!

I've had the Astro A-5 in for just about long enough to break it in (Tony recommends 500 miles, which seems like a lot). I'm taking it to the track (road course, not drag strip) on Monday, but have been driving it frequently on public roads. So far, so good. While it was initially pretty notchy when shifting, that's really subsided as it's broken in, and now feels much like a stock T-5, 'cept that I'm a lot less worried about hearing that awful metallic CLUNK when something lets go... I was really pleased with my experience with Tony at Astro, fwiw. good luck

 

[180 Out]

1. Use an early bell, get a shortned input shaft (about $150) to replace the standard length T5 input shaft and the trans will bolt directly to the bell. Uses stock driveshaft and yoke.

2. Use an early bell and get the spacer plate (about $150) and use the stock length T-5 input shaft. May need to shorten driveshaft or change yoke.

I'm pretty sure that paragraph 1 is mistaken. Maybe a Tremec 3550 will bolt onto an old school Z-bar style bell, but the T5 has a different bolt pattern.

Also, I had to cut a notch into the shifter opening in the transmission hump to clear the adjusting screw on my MGW shifter that I am using in my T5 into a '65 swap. Also, the shift to 5th gear is a pretty good reach for a 5' 10" driver. Without the spacer, the T5 shifter would be located 1" forward of where mine is now. It would not fit the stock hole at all and the 3rd and 5th gear shifts would be awkward.

 

[Rusty67]

Also, I had to cut a notch into the shifter opening in the transmission hump to clear the adjusting screw on my MGW shifter that I am using in my T5 into a '65 swap.

You should have taken the adjuster screw out and then put it back in after the trans was fully installed.....

 

[SadbutTrue]

Okay, ive agreed to buy a WC T5, rebuilt, out of an 89 LX. It includes the stock bellhousing, among other things.

Next step is finding the clutch pedal assembly and a clutch/flywheel/pressure plate combo.

For the first part of that, do I just keep my eyes open on ebay until one shows up? I notice that NPD does have a replacement clutch pedal for 130 bucks, but I imagine theres piles of minor supporting hardware that make that much more expensive quickly (correct me if I'm wrong). Whats the best way to go about that?

As far as clutch goes, I believe I have to use an 10.5" clutch, 157 tooth flywheel (28oz imbalance) with that bellhousing... is that correct? Any recommendations on whether I should go with a steel or aluminum flywheel or on the clutch variety (centerforce dual friction vs. king cobra)?

I did get the clutch cable out of the 89 LX, I'm not sure how well its going to work with my headers.. any advice there? What alternatives do I have (hydraulic?).

Thanks again...

 

[SadbutTrue]

asdf

 

[reenmachine]

Let me offer some personal experience. I have a T5z behind a 420 HP/400+ ft/lbs 331. I have been very hard on it on the street and the road course. No problems and I don't even think about it.

Modern driveline will set you straight about the T5. First off, they offer a kevlar/kevlar clutch which is a very good clutch that has the added bonus of absorbing shock to a T5. Second, make sure your WC T5 has the improvements that a T5z has as a minimum. Thirdly, go put an aftermarket shifter on it. Now go rip it.

Clear me up on something here. I was under the impression that the World Class T-5 and the T-5Z were the same thing. At least the World Class T-5 available new through Ford Racing is part # M-7003-Z. Is there a difference, or did there used to be a difference or something?

 

[SadbutTrue]

Clear me up on something here. I was under the impression that the World Class T-5 and the T-5Z were the same thing. At least the World Class T-5 available new through Ford Racing is part # M-7003-Z. Is there a difference, or did there used to be a difference or something?

nah the T-5z is a Ford Racing product that uses a different/stronger gearset and some other improvements over the WC T-5s that bump its torque rating up some.

at this point, they might be the only one FRPP sells and thus the same, but the WC T5 in late 80s/early 90s GTs was different than the T5z out nowadays.

 

[reenmachine]

nah the T-5z is a Ford Racing product that uses a different/stronger gearset and some other improvements over the WC T-5s that bump its torque rating up some.

at this point, they might be the only one FRPP sells and thus the same, but the WC T5 in late 80s/early 90s GTs was different than the T5z out nowadays.

That looks like the case -- the Z is the only one they have and they call it the Super Duty World Class T-5 in the catalog.

 

[SadbutTrue]

I didn't know the T5z had a stronger gearset, but that's good. The T5z is also rated for 330 ft/lbs of torque. Modern Driveline explained that the T5z is rated for 330 ft/lbs over the life of the transmission. Therefore, when new or near new, it is stronger. The improvements I was referring to were things like the steel retainer and anything else there may have been besides the gears themselves.

I have abused mine pretty well. For example, I mis-shifted at a road course twice during my first time out...clutch adjustment wasn't quite right. Meant to shift into 4th and shifted into 2nd causing the rear tires to lock up for a moment when I let the clutch out at about 90 mph. Scared the do do out of me, but no lingering trans issues at all.

the main difference is the 3.3x (forget exactly) first gear on most WC, compared to the 2.95 1st on the t5z. the 2.95 gear is supposedly considerably stronger. the other gear ratios are slightly different too, though i'm not sure if theyre also stronger. the t5z also incldues little things like the steel bearing retainer that further improve strength.

 

[66Runt]

Clear me up on something here. I was under the impression that the World Class T-5 and the T-5Z were the same thing. At least the World Class T-5 available new through Ford Racing is part # M-7003-Z. Is there a difference, or did there used to be a difference or something?

That part number is for the T5z, not a standard WC transmission.
I've got a T5z behind a Ford 340HP crate motor with a Vortech s/c putting down about 370-390 HP/Tq with Nitto DRs in a 90GT. Working awesome.
It's a good idea to replace the stock shifter with a good aftermarket shifter that has adjustable shift stops. It's not too hard to get excited and overshift the transmission, bending the rods or forks... or both.

Here is a web page with a breakdown on all the different Mustang T5 transmissions. I think this is from 2BAV8 web site.

http://www.geocities.com/MotorCity/Downs/1966/t5data.html

There is also a decent history of the T5 at
http://www.moderndriveline.com/Technical_Bits/t5_history.htm