351w swap questions?

[carvinmark]

I run a T5 from a 88 mustang, not to expensive and seem to be avaliable. I've had several cars with that trans and only scrambled one. Very stout trans with a great reputation. I see them on craigslist used for 200-500 with shifter and usually bellhousing. A new flywheel can be purchased for under 80.00 , a clutch, depending on what you want, 100-500. I just did this to mine so I know those prices are current, like a few weeks ago.

[carvinmark]

T5 is very light compared to the AOD, and headers should be a breeze.

[cgrey8]

A stock 351w and most Mustang 5.0L T5s should be OK. However stock T5 trans didn't have a reputation of being really strong especially when pounded on. The Cobra T5 was the strongest production T5 out there with a 310ft-lb torque rating.

In the aftermarket, the T5 'Z-spec' (aka T5z) is one of the best boasting a 330ft-lb torque rating for 100kmiles. Another benefit of the T5z is that it has a slightly higher gear ratio. Stock 5.0L T5s have a 3.35 1st and .68 5th. The T5z has a 2.95 1st and .63 5th improving both 1st gear usefulness and 5th gear fuel economy. A common complaint about the stock T5 that came in most 5.0L GTs is the 1st gear was too steep and was nearly useless unless you were racing and needed the off-the-line tug. I got my T5z from D&D Performance. It was cheaper including shipping than I could've gotten it from Summit Racing.

I believe Astro Performance sells T5 upgrade kits that they spec as high as 500ft-lb torque handling. But for that kind of money, I'd rather just get a T56 6-speed which will get you to 450ft-lbs for the standard T56 but requires a different bell housing, 26-spline clutch (std T5 uses 10-spline), and a different clutch fork.

The T56 Magnum is the ultimate in torque performance, smooth shifting, and gear ratio combinations. I can't remember what its torque spec is but it seems like it was near 600ft-lbs. Google T56 Magnum for more details. The big selling point on the T56 Magnum for me is the VERY wide gear range. You can get a 2.97 1st gear and a .50 6th. This would allow you to run 3.73 or 4.10 gears and get hellacious off-the-line launches in 1st but get fuel economy in 6th like you were running 3.08s. If I ever replace my T5z, it'll be with a T56 Magnum, but it'll come with a fairly hefty price tag. Expect to pay ~$4000 for new trans, bell, fork, and 26-spline clutch disc when upgrading from a T5 to a T56 Magnum.

There's also the TKO/3550/3560 trannys out there too. These are the old-school T5 upgrades, but from what I've always heard is they are chunky...they don't shift smoothly at all. But they are strong. I don't have a clue how much they cost. But I believe they have the same 26-spline clutch requirement of a T56, however I seem to recall they use a bell similarly shaped to the T5, but the bolt pattern on the bell is different.

[cgrey8]

And I forgot to mention the 94-95 Mustang 5.0L T5s have a longer input shaft and thus require a different bell housing to work. These transmissions also, I believe, have an 8-tooth speedometer gear. The preferred gear is a 7-tooth because it is easier to get a matching cable gear that works.

There's also a long bit of info about the differences between World Class T5s and non-World Class T5s. But even in the World Class, there's a massive bit of difference between strength and gearing.

[Dave]

Chris adds some good points on the T-5's. Both of us went with a new "Z" spec T-5, way too many bad ones in the JY. I talked to Tony down at Astro Performance once and he said rebuilding the T-5's is constant work for him. G Force is another place that builds the T-5's up to 500 ft-lbs torque limits.
Dave

[cgrey8]

Much of what I mentioned is also covered in various places on the Internet. But I believe a vast majority of the T5 info you will search for is various copy/paste quotes from here:
ModernDriveLine.Com>T5 History

It's a long read, but well worth it if you want to know about all there is to know about the history of a T5 including torque specs, parts compatibility, and pilot bearing differences.

[Jimmie]

I have my 351W Ranger on my hoist. I took some photos yesterday but they are not that good. I have a set of Mustang 302 headers and a set of block huggers as well. If you want I could remove the starter and try to fit the block huggers in between the frame rails and engine. These headers are cermatic coated so I will not be beating on them to make them fit. You need a different starter, a shorter one for these headers. If it would help you out let me know, best tonight thought and I'll try it tomorrow. I have to go to work on Sun. for the week.

JimmieA.

[Jimmie]

I tried to fit the Pace block hugger headders I have. I removed the starter. The pass side the headers hit the frame. On the drivers side they hit the large oil pan I have and maybe the u-joint steering linkage. Anyway no go. I have taken some pictures of the engine with no exhaust on it if your interested. I know for sure Ford Mustang II exhaust manifolds work, I have several sets of these. First shot is the headers(075)second of pass side top(076) and third is drivers side top(077). I have shots from the bottom as well.

JimmieA.

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[Soul]

For Trans, whatever the one that came in Super Coupes is a good one if I'm not mistaken (I forget its name but I think it is a mazda trans)