All Small Six Continuing the journey - T5 Upgrade

[powerband]

two types of universals used on the Toploader splined output yoke., early 2.77 and some 3.03' tranny small rear axle cars used the ( Spicer ) 1100 series universals and virtually all later regular Fords use 1300 series U's. Adapters for different snap ring type 1300's available but NO ADAPTER available for early 1100 rear axle yoke to later 1300 U's Driveshafts. ( inserts for the universals to adapt have been fabricated. )
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'63/170/T5 with fairly rare 1100 Universal Toploader yoke on T5 and OEM DS and rear axle
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have fun
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[drag-200stang]

I could be wrong, but I think that your bellhousing and trans. were changed to the 67 bell and 303, maybe before you got it. It was a common thing to do.
If you think that the 303 is heavy, try the Ford ''NASCAR'' four speed the tail housing is all cast iron instead of aluminum and the input is 1-3/8'' and output is larger also. The one in my avatar is heaver yet at 150 pounds. No one wants the weight but, sometimes you have to do it for drive ability and the reliability.

 

[awasson]

I could be wrong, but I think that your bellhousing and trans. were changed to the 67 bell and 303, maybe before you got it. It was a common thing to do.
If you think that the 303 is heavy, try the Ford ''NASCAR'' four speed the tail housing is all cast iron instead of aluminum and the input is 1-3/8'' and output is larger also. The one in my avatar is heaver yet at 150 pounds. No one wants the weight but, sometimes you have to do it for drive ability and the reliability.

It came with it according to the door tag. Oh, and this car was entirely stock, down to the am radio, auto lite 1100, LOM and chromed sprint 200 air cleaner, when I got it. That’s one of the key reasons I looked for a six in the first place. I know from experience that if it was a V8 car, it would have been completely trashed by now but a six might be overlooked by rat racers and hooligans.

From what I’ve heard from other Sprint and 66 owners, it’s a mixed bag of what you’ll get in a dual pattern block Mustang.

 

[awasson]

Oh, hey… I checked and the OEM Slip Yoke on my drive shaft is the same teeth as the T5. I already swapped mine over but I may need to swap it back because it is several inches shorter than the OEM slip yoke.

With this in mind, in essence for someone with a 66 Mustang, inline 6 200, with a 3.03 Top Loader, the only parts that they really need to buy or fabricate are the adapter plate for the bell housing and I think the transmission is deeper at the cross member, mounting point so they will in all likelihood need the upgrade cross member.

They will need the appropriate pilot bearing too but they could used the OEM 3-finger clutch and leave everything else alone. I’ve done plenty of engine transmission swaps and this is by far the simplest one (now that I know the ropes).

Still waiting on the correct part from CPC.

Cheers,
Andrew