T5 vs T45....
- Thread starter tjm73
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chevyboy_z28
New Member
The T5Z should will work with a SOHC 4.6 if it works with a DOHC 4.6.
I've seen it in a DOHC. The T5Z is perhaps a bit stronger than a regular T5 with it's 330 ft/lb rating. The only real difference is that you have a slower 1st gear (2.95 compared to the WC T5's 3.35).
I would think you mod motor guys would want the 3.35 first gear to make up for some lost torque....
Joe
I've seen it in a DOHC. The T5Z is perhaps a bit stronger than a regular T5 with it's 330 ft/lb rating. The only real difference is that you have a slower 1st gear (2.95 compared to the WC T5's 3.35).I would think you mod motor guys would want the 3.35 first gear to make up for some lost torque....
Joe
Joes95GT said:The T5Z should will work with a SOHC 4.6 if it works with a DOHC 4.6.
I would think you mod motor guys would want the 3.35 first gear to make up for some lost torque....
Joe
The gear ratio is why I'm interested in it. The 2.95 with 4.10's is a little less then the 3.35 T45 1st gear with 3.73's, but 2-4 are closer ratio and over drive is about the same as the stock T45 with 3.73. First gear is already kinda short with 3.27's so the increase with a 2.95 plus 4.10's would be good and then the 2nd-4th would be basically the same as having 4.10's with a stock T45 and then 5th would still be economical on the highway becasue of the .63 ratio inte Z-Spec box.
Basically get it into the power faster and keep it there with the close ratio's.
6Stang7
New Member
Yes but the t-45's bellhousing is part of the tranny itself. You can't remove the bellhousing like you can on a T-5.tjm73 said:
T-5 Installation length 23.5 inches (removable bell housing)tjm73 said:
T-45 Installation length 31.6 inches (non removable bell housing)
T-5 10-spline input shaft 28-spline output shaft
T-45 has a larger output shaft
Possible, maybe with a fair amount of machining, mix and match parts and work….but not cost effective!
They are two entirely different transmissions. They have similar names, but are nothing like. The t-5 is a Borg Warner Design while the T-45 is a Tremec design. Tremec later bought BW, but not until after the T-45 was designed. Internally they are similar, but nothing will interchange at all. The t-45 is a tad bit stronger (330 ft-lbs) and offers a synchronized reverse. The bellhousing is integrated into the t-45 design and is machined for a 4.6L block. It will not bolt up to a 5.0 block.
The T-5 has a separate bell, but the bell is machined for a 5.0 block, not 4.6L . Adapter bells can be made perhaps but the lenght of the trans is different as well. Also T-5's are rated in the 275-330 ft-lb range depending on what year and model trans. There is aftermarket support for the t-5. G-force offers kits that will take the T-5 up to the 600HP range. Advantages are that it would be just as strong as a TKO 500 or 600 but be a lot lighter and shift better. The t-5 has an excellent synchro design, but it's weakness is strenght of gears.
The T-3650 trans put in 01+ Mustangs is stronger than then both. It's rated at 360 ft-lbs and is stronger than the original TKO. This trans is tough, but it's weakness is it's synchros. Lots of issues on the 1-2 shift.
If only Tremec could blend the T-3650's strenght with the t-5's shifting ability.
The T-5 has a separate bell, but the bell is machined for a 5.0 block, not 4.6L . Adapter bells can be made perhaps but the lenght of the trans is different as well. Also T-5's are rated in the 275-330 ft-lb range depending on what year and model trans. There is aftermarket support for the t-5. G-force offers kits that will take the T-5 up to the 600HP range. Advantages are that it would be just as strong as a TKO 500 or 600 but be a lot lighter and shift better. The t-5 has an excellent synchro design, but it's weakness is strenght of gears.
The T-3650 trans put in 01+ Mustangs is stronger than then both. It's rated at 360 ft-lbs and is stronger than the original TKO. This trans is tough, but it's weakness is it's synchros. Lots of issues on the 1-2 shift.
If only Tremec could blend the T-3650's strenght with the t-5's shifting ability.
I agreed up until this point. You haven't seen too many busted T5's have you?Mustang5L5 said:
They are weak BETWEEN the shafts. What I mean by that is the shafts separate, not allowing the gears to remain "together" anymore.I've also seen busted input shafts.
I've seen one of these bust into pieces (literally!) launching on slicks. I can say with positivity that I (personally) would take a T5 any day of the week. T5's are time-tested-tough-as-nails tranmissions. Plus, they are a hell of a lot lighter than all other transmissions made by Ford.Mustang5L5 said:
If I were limited to using a Ford made transmission (excluding the T-56) I would use the T5 every single time. And, for about 100 bucks, you can rebuild it when you find enough power (or strength) to blow one up.
Joe
Joes95GT said:I agreed up until this point. You haven't seen too many busted T5's have you?
Yes i have. I rebuild T-5's all the time.
3rd and the input shaft break all the time. The teeth shear right off on them.
The reason 3rd blows is due to the mainshaft deflecting. 3rd is located the farthest from any support. It's in the middle of the trans case. Under load, the forces on the gears try to push them apart. The teeth separate to their thinner points and eventually just shear right off.
G-force has an upgraded mainshaft designed to minimize deflection so that 3rd gear won't shear. They also have upgraded gearsets and input shafts.
I'll have to disagree with that one. Inexpensive to manufacture for a wide variety of vehicles, smooth shifting and mass produced sure, but time tested…. Maybe after about a dozen updates over the years, but tough as nails…not even close.Joes95GT said:
Gearbanger 101 said:I'll have to disagree with that one. Inexpensive to manufacture for a wide variety of vehicles, smooth shifting and mass produced sure, but time tested…. Maybe after about a dozen updates over the years, but tough as nails…not even close.
I love how T-5 parts are just so easy to find.
Hell, i just go around taking junk T-5's nobody wants and slapping them together to make 1 good trans. If you know how to work on them you really have nothing to worry about just as long as you can keep the parts coming in. Easy transmission to work on.
The T-45 and T-3650 are a bit more involved to disassemble/assemble.
But now you have the issue of all this stuff in the chitty T5 case, which isn't that strong.Mustang5L5 said:
I've seen T5's live much further beyond their "peak torque rating" than any other transmission. I've seen T-56's in Cobras (and Camaros, right?) blow to pieces. In one case, there was a cammed LS1 on slicks, he brought the revs up to 6700, side stepped the clutch, and that's all she wrote. I watched a Cobra this past Friday night at the race track pull second gear and the only thing you heard from there was gears rolling around in a case. This was on street tires, too.Gearbanger 101 said:
I learned to drive a stick shift with my car. I learned to power shift in my car. I couldn't even count how many WOT missed shifts I've had. I'm willing to bet that I've got 250+ WOT, 6000+ RPM powershifts on my stock T5. What does that prove to you? Well....nothing, really. It's my opinion based on my experiences.
Joe
Joes95GT said:
G-force also has an upgraded T-5 case to take care of that problem as well.
The T-5 aftermarket is starting to come around. It's kinda the reason why i would rather stick T-5 than swap it out for a T45, t3650, tko500 or 600
Yup, I've seen a few T-5's that have a had good luck too. I've also seen plent break including 2 at the track with nothing more than street radials and even one break under nothing more than a hard downshift. My father has been a Transmission Tech for the last 40-years and I've seen more than my fair share of T-5's work their way through his shop. The T-5 is a good tranny, but as a whole, not a tough one.Joes95GT said:
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