Is a T5 a T5 a T5?

JojoDVM · Post by **JojoDVM** » April 3, 2013, 7:36 am

Perhaps a dumb question but are all T5 transmissions suitable for our trucks? Currently running a 352 with a 3 spd and OD would be nice...I know I'll need a new bell housing or adapter...anybody know about coming out the otherside? Driveshaft wise? (Long box 66)...oh yeah..back to my original question...saw a t5 on CL guy said is out of a ranger and needs synchros for $50...

Hawkrod · Post by **Hawkrod** » April 3, 2013, 7:43 am

T5's come in different flavours, a Ranger trans would be a light duty one. The main differences are world class versus non-world class (the world class are the newer redesigned ones with higher load ratings because the old ones broke all the time) and the other main difference is gear ratio and this is a huge one because the ones for smaller applications have much lower torque ratings. If you expect it to last past the end of the driveway you want a V8 trans from a later Mustang. The 90's ones are the best as they had all the better refinements. Hawkrod

bmcgc · Post by **bmcgc** » April 3, 2013, 7:46 am

There is a 4 cyl and a V8 version.

Ford and GM version.

There is no practical way to put one behind a FE.

A T5 is a light-medium duty car transmission and is not suited for a full size truck, thats why Ford only put them in Mustangs and Rangers.

JojoDVM · Post by **JojoDVM** » April 3, 2013, 7:52 am

Thanks Hawkrod...my driveway is pretty long...I'll hold out for a better option...the truck just needs to be able to drag itself around...I have a fully capable Powerstroke for any heavy lifting

unibody madness · Post by **unibody madness** » April 3, 2013, 8:45 am

JoJo
There are quite a few of our trucks out there with a t5 hooked up to them, although mostly 6 cyl and 292s.
Keep in mind the t5 is the longest production run tranny ever built. They are in quite a few more applications and can be race built. A complete rebuild kit for the world class can be found in the low to mid 300. the non world class about 280.
Here is a site to help Id them:
http://www.britishv8.org/articles/borg- ... d-tags.htm

John

JojoDVM · Post by **JojoDVM** » April 3, 2013, 9:01 am

Holy smokes...thanks John....that does put a few more options out there...
Just to up my options even more...anybody have any other grand ideas for getting OD behind an FE? (And staying manual)....I'm kinda partial to the FEs don't ask why...I know it's not logical...I've seen several have used a NV4500...which would be bullet proof dang near...but I am still not sure just getting OD warrants a $1000 tranny...if I ever decided to tweak the guts out of a 390 I have sitting here that would likely be my route tho

ICEMAN6166 · Post by **ICEMAN6166** » April 3, 2013, 9:13 am

there are also add-on overdrive units that mount rear of the trans like gear vendors.

mrgoob · Post by **mrgoob** » April 3, 2013, 9:36 am

bmcgc wrote:
There is no practical way to put one behind a FE.

A T5 is a light-medium duty car transmission and is not suited for a full size truck, thats why Ford only put them in Mustangs and Rangers.

It is not a simple bolt up. There will be some fabbing necessary.

Here is a bolt up bellhousing-T5 to FE:
http://www.speedwaymotors.com/Quick-Tim ... ,8353.html

The 90-93 Mustang V8 T-5's were rated at 300 ft/lbs. The 352 FE was about the same. Plenty of T-5's out there being run in high hp/tq applications successfully.

bruceandersson · Post by **bruceandersson** » April 3, 2013, 9:45 am

I replaced the 3spd in my short bed '65 with an OD tranny from a mid-80's F150. It bolted right up, I just neeed to shorten the driveshaft a little. The tranmission I used had 1-3 and overdrive. Very simple swap behind the 300 six.

JojoDVM · Post by **JojoDVM** » April 3, 2013, 9:47 am

In my quick search I didn't see any for the 3 spd Iceman...and based on the price of what they did have...I should just buy 3 or 4 transmissions lol

charliemccraney · Post by **charliemccraney** » April 3, 2013, 10:05 am

I know a couple people using 4 cyl T5s behind pretty stout Y-Blocks and they are lasting. One is naturally aspirated, Tim's truck, in fact, the guy who built the Bonnville Unibody. He tows with it and so far no problems. The other is behind a Turbocharged stroker that puts 468ft lbs, and 402hp to the ground. Does that mean they aren't going to break? Maybe not, but, both of these are daily drivers that certainly exceed the specs of the intended design, and they are surviving. Particularly if you aren't planning much hauling or any serious power, I think any T5 will hold up but if you will work it or abuse it, maybe a heavier duty version will be best. If I didn't just have one laying around, I'd look for the strongest factory version.
I've had the strongest V8 version (not upgraded) in my truck in my truck for probably 10000 miles now and it is doing great, so I'd say they are a great option so long as there is not a cheaper or easier way to get overdrive with an FE (there is no easy or cheap way with a Y). If your truck is just a cruiser, I'm sure any version will work.
And if you really need something more heavy duty, T5s can be upgraded to be nearly equal to TKO 500 specs for much less than the cost of the TKO.

ICEMAN6166 · Post by **ICEMAN6166** » April 3, 2013, 10:16 am

granted new gv units are spendy
searching evilbay,cl and salvage yards may turn up something
someone here found an old dana od unit last year
they are a fairly simple little unit.

JojoDVM · Post by **JojoDVM** » April 3, 2013, 10:21 am

I'm working on making the truck a daily driver...spend a decent amount of time at highway speed (70+...I like to live on the edge lol)...truck will currently do that with more to go but sounds like the motor is ready to spin out from under the hood (no tach) another gear would be nice...PO put shorter gears in it...he thinks somewhere in the 3.00 neighborhood since he was using it as his main transport...he said he thought he was getting almost 17mpg...his foot must be considerably lighter than mine

charliemccraney · Post by **charliemccraney** » April 3, 2013, 10:28 am

You should currently be in the neighborhood of 2900RPM at 70mph with a 3.00 rear.

JojoDVM · Post by **JojoDVM** » April 3, 2013, 10:37 am

That's not near what it sounds like...but that could be partially due to being used to driving "quiet" newer vehicles...I'm also not 100% it's 3.00s...he couldn't remember for sure...

JojoDVM · Post by **JojoDVM** » April 3, 2013, 11:03 am

So theoretically, even if I bought the $50 ranger T5 and ran it for awhile after I rebuilt it, I could gut it and upgrade to TKO specs later if need be...correct?...based on what I've seen the other "light" T5s listed for around here that seems like a pretty good deal...is my logic being blinded by my inherent cheapness? Lol

charliemccraney · Post by **charliemccraney** » April 3, 2013, 11:15 am

Based on the real world experience of my friends, no I would not say you are blinded. The only thing I might do differently is to hold out and spend a little more for a transmission that doesn't need a rebuild right now, and run it until you're ready for the upgrade. Otherwise, you essentially pay to rebuild it twice and that doesn't make sense. And I need to backtrack a little. The last time I checked, their upgrade on a good used core was cheaper than the TKO outright but that was probably over 5 years ago so check the price, too.

Geforce Transmissions do the upgrade. You know, to be absolutely sure, I'd contact them first. To the best of my knowledge, they pretty much replace everything inside the case with their components and I do believe the case is the same, be it a 4cyl or 8 cyl application. http://gforcetransmissions.com/tran_gt-5.asp

JojoDVM · Post by **JojoDVM** » April 3, 2013, 11:21 am

After consulting google, T5s were never in rangers but adapters were made and some folks installed them...however they were installed with TK5s a Japanese tranny...I have a feeling they just forgot the K in their posting...but I sent a message to see...it may end up a moot point

graybeard · Post by **graybeard** » April 3, 2013, 11:28 am

There is one other consideration on the Mustang 5spd, where does that shifter protrude . In just the last year I gave up on a 5.0 5spd in a street rod project. The shifter would have to have a notch in the seat. Even with the notch seat concession one would have to of used a Hurst handle turned backwards, like a 427 Cobra. Desire for a FE took over, a top loader Torino tranny shot the shifter out right where it should be. Where would it come out in a slick?

I don't think FE & MPG were ever supposed to be used in the same sentence. How about a FE hooked to a AOD?

JojoDVM · Post by **JojoDVM** » April 3, 2013, 11:40 am

I'm swapping to buckets, so shifter clearance shouldn't be an issue...
I'd like to stick to a manual trans even if it means not getting OD...
I never expected my FE would compete with a Prius for MPG, but every little bit helps...more than anything I just wanted to lower the RPMs a bit at highway speed to lower the motor scream...mebbe I should just invest in more sound deadener and a better stereo lol

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