I'm not stating what any one does here is right or wrong. I totally understand that the Ford units are easily available more than the GM units.

I understand the reason and logic behind your conversion. My point is that misinformation such as identifying GM V8 units, and the strength of Ford versus GM models are being perpetuated here.

I was asked by the person who started this thread as to my opinion and gave it because I work with these transmissions everyday and whether you believe it or not have been involved with the T5 program since 1982. I stock every part for every T5 model ever made. That means from Jeeps to TVR's to SSANG to Mustang to Camaro.... on an on.

That's all....

Paul

 

Hey Paul and Bernie,

Thank you both so much for the additional info posted here.

I too picked up a 93 Ford T5 because they are easy to find and the numbers are available online for ID. In fact, it was your site Paul that I ID'ed my trans by.
I have been struggling with the bellhousing and adapter plate issue, mainly because on one hand I could buy the "correct" Lakewood bellhousing #15032 and not use the other method. However, you cannot find that bellhousing for a used price - so it ends up being almost the same price as for the trans @$400-500. Or I could go the truck aluminum bellhousing route but after months of scouring Ebay and Craigs, etc these suckers go for $100-150 for a used housing also.
Now if a Chev (GM) trans was useable the Lakewood #15020 is the perfect bolt-in option - no adapter plate, etc.
It just so happens that I just picked up a Lakewood #15020 used, for less than $150.
So with the new info from Paul I think I'll search more for the GM version with a 2.95 1st and keep the 4.11 rear gears. I am months away from installing anyhow so I can do a thorough search.
Either way - I was planning on coming to you Paul for the rebuild kit.

So gentlemen - thanks so much for your time and your information.

Paul - thanks for taking the time out from your business to post and Bernie - thanks for the multiple posts and the support.

Will keep you up on the future endeavors as they develop.
I love CF!

Peace
Bman

 

Paul,
I, in no way, was trying to discredit you. Again, you are correct, the chevy T5 would be a better alternative, just not the easiest to find. In fact, if I weren't such a tightwad I would have gone with a tremec; but then I would have missed all the fun I had fabbing the parts and saving money! As for the chevy bellhousing, use the one that is the cheapest and fab a bracket for the slave cylinder. You don't have to use the truck bell housing with the bracket molded into the housing. I just lucked out when I found mine.

This is a fun hobby, and for me, a great stress releaver. Keeps my insanity at a tolerable level!
Bernie

 

I am watching, and listening, and printing (in color) and reading.....
Most wonderful info here, thanks everyone

 

This is what the forum is for; to help and be helped!
Bernie

 

I am in the process of a Ford T-5 install and one thing I couldn't find is the info on the clutch disc to use (other than a "Ford") with the stock SBC Corvette 11" flywheel and pressure plate. I did finally find one today, a Mcleod # 260231 1-1/6 x 10 11" disc. I had bought a different Ford 11" disc and the flange would not fit inside the 11" corvette pressure plate as the center pressure plate opening is about 6.375 and the hub of the disc was about 6.75" . It also had less (probably 20%) friction material surface area than the Chevy disc it was to replace. The Mcleod was perfect as it had the smaller hub and the friction material surface area matched up. A 10.4 or the smaller friction area disc would have been a concern in regards to slippage . Most of the Mustang discs for a 84-93 Mustang are 10.4" and the one 11" I found the hub was to big to work. I'm sure there are other discs out there, it just hard without a part number or the specific year and model Ford they were used in to get a 11" disc. I even called several clutch disc mfg. and they were not much help as they don't have the hub diameter readily available.

I got a call back from Hays Clutches today and I think their part number 40-108 will also work. 1-1/6 - 10 X 11" with a 5 /34" dia hub. Cheaper than the Mcleod.
FYI

 

I used a chevy pressure plate and a ford clutch plate. I also used a chevy pilot bearing and milled the inside to accept the ford input shaft. I also had to measure and cut off about an inch of the throwout bearing retainer so it would not bind the pressure plate. Cut the retainer so that it is about a quarter inch away from the pressure plate fingers. I used a cutoff wheel to make the cut being careful not to hit the input shaft. Then a file to smooth it a little. Hope this helps!
Bernie

 

Paul:
please help clarify things a bit for me.....The T5 tranny, model #246 came in the '94 Mustang was rated at 250ft/lb while the the T5 model #247 which came in the '96 Camaros were rated at 230ft/lb. I understand that the #247 was a v6 tranny, hence the lower rating yet the #260 which came in a v6 Mustang in '99 was rated at 300ft/lb. The #246 did have the 10 spline, yet the #247 had the 26 spline. I know from experience that a 26 spline is stronger than a 10 so how do they arrive at a higher rating with a 10 spline vs the 26?

Please know, I am NOT questioning you or your comments, only trying to educate myself. Being a lifelong Ford fan and a Mustang owner, I know all to well about the T5's and there issues. For what it's worth, I ran a 347 stroker with a S/C in a '90 Mustang and my factory T5 for many years with no issues(other than not being able to powershift 2nd to 3rd)until I got lucky and put a TKO-500 in it for little $$$.
I read all of your posts and enjoy learning from you, you certainly know your stuff. Thanks again for all of your help.


Richard

 

Thanks, heres the deal. The 260 unit has the same gears as a 5.0L V8 unit with the longer input( PN 1352085052 as opposed to 1352085025) but an electronic speedo drive and a different 5th ratio because of the 6cyl. The base gearset is the V8 set. The 247 unit was a 6 cylinder gearset ( actually a very oddball ratio ) but came with a 26 spline input. The 247 gearset is an extremely fine pitched set and that unit actually has a FORD case but with a 26 spline GM longer input. Go figure!. By the way those newer style Camaros / Firebirds ( 1994- ?) only had T5's in 6 Cylinder applications all T56's in the V8. The new 6Cyl Mustangs are actually using a similar version of that 6 cyl GM gear set.

The strength of these units as with most standard shift transmissions is based on gear tooth count and diameter. So if you have a 26 spline input thats based on 1 1/8" diameter driving the same exact gear as one with a 1 1/16" x 10 spline the 26 spline will be stronger considering alloys are the same.

I've tried to document a fair portion of these gearsets in a new book I wrote being published by CarTech Books coming out in mid 2008. I promise it will be a good read....

Thanks,

Paul

 

Looking forward to reading your publication!
Bernie

 

Thank you Paul. I too, look forward to your book release.


Richard

 

Paul,

Excellent information here. Thanks again.
I too will be on the buyer's list for your book.

In the meantime, could you post the numbers for GM trans with 2.95 1st gear that are rated for 300hp? This info does not seem to be available on line like the Ford T5 info is.

Once again, thanks for all you help.

Bman

 

OK ALL THESE ASSEMBLY NUMBERS START WITH 1352xxx. Where xxx is the 3 digit model identifier. These are all F-Body world class 2.95 ratio units they are all the same except for the OD ratio and internal speedo gear.

175 .73 7T Purple
176 .63 9T Red
195 .73 7T Purple
196 .63 9T Red
211 .73 7T Purple
212 .63 9T Red

 

Hey Paul,

Awesome info. Thanks a lot. I am sure other members here have had the same question too.
You can count on me for future business.
Txs again

Bman