Factory 6cyl T5 bellhousing.Does it exist?

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Eric Rose
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Factory 6cyl T5 bellhousing.Does it exist?

Post #1 by Eric Rose » Wed Nov 01, 2017 6:32 pm

Hey all

Is there a bolt-on bellhousing to fit a T5 to a regular 6cyl bolt pattern?

I really want to go T5 eventually and I'd like to start collecting parts this fall. I have an SROD in the car now. It's OK but where I live it's pretty hilly and I feel like I need a gear between 2nd and 3rd. The idea is to collect the parts and have everything ready so the car is only down for a day or two while I swap transmissions.

As I understand it Ford offered a Borg-Warner 4 speed behind the 3.3 for a couple years (maybe 80 and '81?) and that all the manual cars were regular bell and that the big bell blocks were used with automatics. Is this all correct?

I'm talking with a junkyard over the interwebs that says have an early 80's Mustang with a straight six and a non-overdrive 4 speed. Hopefully it'll work out. I'm waiting for them to send pics.

I'm also prepared to just find another SROD bell and do the mods to make that work with the T5. As I understand it you weld up two of the bolt holes and re-drill/tap them, then you bore the center hole out. finding someone locally willing to weld on an aluminum bellhousing may be hard to do.

I know I could do the 3.03 bell with an adapter plate, but I already converted the car to cable clutch.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #2 by bubba22349 » Wed Nov 01, 2017 6:43 pm

Yes those late 4 speed bells maybe hard to find but if you can't then at least you can mod what you all ready have. Good luck in the hunt. :thumbup: :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #3 by drag-200stang » Thu Nov 02, 2017 11:20 am

Edit due to bad in-tell.
Last edited by drag-200stang on Mon Dec 18, 2017 11:22 pm, edited 1 time in total.
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Eric Rose
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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #4 by Eric Rose » Thu Nov 02, 2017 10:05 pm

Image

This is headed my way and should be in next week.
I got 350 heads on a 305 engine. I get 10 miles to the gallon, I ain't got no good intentions.
- Mike Cooley, aka the Stroker Ace.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #5 by StarDiero75 » Sun Dec 17, 2017 8:25 pm

Howdy,

I believe any bellhousing off of the 2.77 tranny has an adapter plate for it. Modern Driveline has the whole setup minus the bellhousing. I believe they also have one for a 3.03 bellhousing setup too. Id just go get one of those. I plan on doing the same thing.

Good Luck,
Ryan
--1965 Ranchero w/1966 200 and 3.03 column shift, 8" rear 2.8 (Yes I know the gearing sucks), weber 32/36, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #6 by super4ord » Mon Dec 18, 2017 1:15 pm

The D9 bell is for the SROD 4 speed. The E1 bell is for a the T-4 4 speed. The T-5 was made by adding the overdrive rail to the T-4. The E1 bell will directly bolt up a T-5 behind the later model L6. My 1980 Mustang coupe currently has a 200 L6 with the SROD 4 speed. I would have to agree that it feels like there is a gear missing between 2nd & 3rd. I plan to put a T-5 in my car also. I'm swapping to 4.10 gears to go with the 5 speed. You can find an E1 if you watch FleaBay. They come up periodically. That's how I found mine. Good luck!

Darrell
1978 Zephyr Reverse Trike 170 Inline 6/C4...Slowly Progressing Project
1980 Mustang Coupe 200 Inline 6/SROD 4 speed manual...Driving Hotrod Project
2007 Chevrolet HHR Panel Wagon Ecotec 2.2L 4 cyl auto...Daily Driver
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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #7 by bmbm40 » Mon Dec 18, 2017 7:47 pm

That is good information Darrell. It would be interesting to hear from someone that has used the E1 bell for the T5 swap just for general impressions.
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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #8 by Eric Rose » Tue Dec 19, 2017 1:08 pm

I got the E1 bell from a T4 equipped car. Tracked one down on car-part.com

My brother-in-law has given me a world class T5 from a V8 mustang. The downside is it needs a rebuild, so I'll have to get a rebuild kit and send it off for that. The upside is that the transmission is the only part of the car that isn't brand new or recently rebuilt. So hopefully I'll be good for hundreds of thousands of miles after this.

Over the thanksgiving holiday my SROD transmission failed. The driveshaft was a smidgin too short and the imbalance did a number on the tailshaft bearing. When it let go it happened pretty fast. Sudden vibration that shook the whole car. Thankfully the driveshaft didn't pop out. I had the car towed to a driveshaft shop and they made a new driveshaft and replaced the pinion seal and pinion yoke. But I still have to do the transmission, so it'll be a couple months yet before I get that done.
I got 350 heads on a 305 engine. I get 10 miles to the gallon, I ain't got no good intentions.
- Mike Cooley, aka the Stroker Ace.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #9 by super4ord » Tue Dec 19, 2017 2:04 pm

Sounds awesome! Glad you found the bell and trans. Getting the trans rebuilt is the easy stuff. Finding the bell was the tough hurdle.

I found a new V8 T5 a few years; ago still has the Ford warranty sticker on the case and a reminder to add fluid. Glad I saved when I quit doing v8s. Found the bell from a member here that said they had it on FleaBay. I'm looking forward to this swap too.

Hope all goes well with your '62 Falcon. I had a '62 Ranchero for about 8 years. Wish I still had it. I pulled out the 170 and 3 speed at the time and put in a v8 t5 combo. If I had it now, I'd probably put a 250 L6 and a t5 in it. I still have the 170 little 6, even though I sold the Ranchero over 10 years ago. The little sixes are so fun and different than everyone else wherever you go.

Darrell
1978 Zephyr Reverse Trike 170 Inline 6/C4...Slowly Progressing Project
1980 Mustang Coupe 200 Inline 6/SROD 4 speed manual...Driving Hotrod Project
2007 Chevrolet HHR Panel Wagon Ecotec 2.2L 4 cyl auto...Daily Driver
2013 Dodge Grand Caravan SXT 3.6L Bent6...Wife's Daily Driver

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #10 by Eric Rose » Mon May 14, 2018 10:45 pm

I
I finally got it done. E1 borg-warner bell, a WC T5 from an SVO, and the 83 diesel Ranger pilot bearing (202ss).

I had to cut out a good bit of the hump so the shifter would clear and can be serviced from the top. Not really sure how to cover the hole.

I re-used the clutch and fork I got with the SROD.

I put a steel bearing retainer on the transmission because the aluminum factory retainer was a bit munched.

Overall I'm happy with it but I wished I went with a V8 T5 because I shift to 2nd as soon as the wheels are rolling. The T5 snaps into gear much more crisply than the SROD and having evenly spaced gears is great in the hilly GA piedmont. No more lugging it!
I got 350 heads on a 305 engine. I get 10 miles to the gallon, I ain't got no good intentions.
- Mike Cooley, aka the Stroker Ace.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #11 by bubba22349 » Mon May 14, 2018 11:53 pm

:beer: congrats on getting a working T5 combo! :thumbup: :hmmm:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #12 by J.R. » Sun Jun 17, 2018 4:17 am

Post #10 by Eric Rose » Tue May 15, 2018 10:45 am stated, "... I had to cut out a good bit of the hump so the shifter would clear and can be serviced from the top. Not really sure how to cover the hole..."

Usually it's fairly easy to get some flat sheet metal plate (0.060-0.80" thick works well), roll a curve into the middle to match the floor hump's curvature, cut out the area occupied by the shifter's protrusion into the interior (allowing for room to mount a shifter boot, carpet & trim ring to your cover), trim the sides to fit the hump, drill holes & mount threaded pop rivets or nutserts in the sides of floor's hump, just drill holes in your cover to match the nutsert pattern, and short flathead machine bolts secure an easily removable cover plate, unobtrusive & under the carpet. Some cover plates are long enough to also be useful to mount any out-of-the way/out-of-sight switches, thus avoiding the temptation to whack more holes in a classic's clean dashboard!

J.R.
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Re: Factory 6cyl T5 bellhousing.Does it exist?

Post #13 by xctasy » Sun Jun 24, 2018 3:05 pm

Eric Rose wrote:I
I finally got it done. E1 borg-warner bell, a WC T5 from an SVO, and the 83 diesel Ranger pilot bearing (202ss).

I had to cut out a good bit of the hump so the shifter would clear and can be serviced from the top. Not really sure how to cover the hole.

I re-used the clutch and fork I got with the SROD.

I put a steel bearing retainer on the transmission because the aluminum factory retainer was a bit munched.

Overall I'm happy with it but I wished I went with a V8 T5 because I shift to 2nd as soon as the wheels are rolling. The T5 snaps into gear much more crisply than the SROD and having evenly spaced gears is great in the hilly GA piedmont. No more lugging it!




Ford were concerned about how to make the T5 a replacment transmission for the 4 and 5 speed 2.3 Mustang/Capri gearboxes. All those had the disgusting "CAFE Average MPG" gearing as well, two low 1st and 2nds for traffic jams and Grid Lock, and then a loping tall gap to allow 3.45 or 3.08 axle ratios to be slotted in with 0.79 4th s or 5th gears. Great for both situations.

Sadly, so many T5's got the CAFE treatment because they were for the 2.3 engines. The in line six can get away with overall gear ratios in first as low as 8.5:1 (2.95 ist X 3.00 axle ratio = 8.85:1) , and still tow a trailer up a 12% grade. That means you can even use the close ratio 2.95 first gear V8 T5 with 3:1 axle gears with 26" tires and still have a usable first. Then the normal 0.70 5 th gear can just make the 2.1:1 overall top gear work at 65 mph.
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