|
T5 Transmission Swap by Darryl Lang
|
|
| These were pictures taken while performing a T-5 swap using
a Mustang II bellhousing. This was done in a '77 Mach 1 that already
has an '88 5.0L motor and rebalanced Mustang II flywheel. This
engine had already broke 2 of the stock Mustang II RAD 4spd transmissions
and needed this upgrade for some extra reliability. |
| The first comparisons I made showed the obvious difference
in positions of the shifter and the transmission crossmember. Before
even doing this, I had to reduce the T-5 input shaft collar by 0.010"
so it would fit into the Mustang II bellhousing. After that, I found
that the shifter was going to move about 1" towards the front of the
car, and the crossmember was going to move about 3" towards the rear. |
 |
 |
|
| The second major difference is the length of the input
shaft for either transmission. The T-5 is meant to go with a short
bellhousing. Putting the T-5 on a Mustang II bellhousing makes every
thing fit about 1" further back. I made some simple
measurements and found I'd need the pilot bearing moved 1" further
back. |
|
 |
 |
|
| To move the pilot bearing, I had a local machine shop, Snohomish
Iron Works, create a bearing sleeve. I used the dimension of the
factory 5.0L roller pilot bearing, and just had them make the sleeve
1.5" long instead of the stock 0.5". The dimensions are
1.5" long, 1.375" outside diameter, and 0.940" inside
diameter. The roller bearing was pressed out of the stock sleeve,
then pressed into this new sleeve. |
 |
 |
|
| Some pre-installation photos: The transmission was
degreased with mineral spirits and Castrol Super Clean, then washed down
with lacquer thinner and painted with DupliColor dark blue engine paint to
match the motor. |
 |
 |
 |
|
| Engine installation was no different than normal, but I did
have to take the y-pipe back off before it would fit back in. |
 |
|
| Moving the transmission crossmember back wasn't too
hard. I used 3/8" X 6" grade 8 bolts to mount the
crossmember behind it's stock location. I found that 2.5" X
1/2" ID pre-cut pipe was perfect to keep the crossmember from
crushing when tightened. I also used the stock Mustang II
transmission mount. This all would have worked perfect, except the
tailshaft ended up too close to the transmission tunnel on the passenger
side. I ended up slotting the crossmember sideways so I could move
the tailshaft about 1/2" towards the driver's side. |
 |
 |
|
| The most expensive part of this swap (not including the
transmission), and biggest surprise, was that the driveshaft ended up too
long. I had the driveshaft shortened by exactly 1" and
rebalanced by another local shop, Drivelines
NorthWest. |
| Inside, I had to remove about 1/2" of metal at the
front of the shifter hole. I also had to use the shifter boot from
an '85 Turbo Cougar (Leather), and an automatic transmission bezel in the
center console. The center console had to be moved forward about
3/8". |
|
|
