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Correct T5?

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StarDiero75
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Correct T5?

Post #1 by StarDiero75 » Tue Feb 26, 2019 1:10 am

Howdy guys,

I've been searching high and low for a decent T5 in my area and i think i got it. This is from a 85 SVO Fox body. I've always heard not to touch the L4 trannys but this is a WC one. After checking the stats heres what they are

1352-114 Ford 1985-86 T-Bird/Mustang/SVO 2.3 TC L4 WC P 3.76(rev) 4.03(1st) 2.37(2nd) 1.49(3rd) 1.00(4th) 0.81(5th)

Is the input shaft smaller or is the tubo L4 the normal 10 spline with the same diameter as the L6 and small block stuff? I got a 67' 9" clutch setup on mine. Would this work?

Let me know,
Ryan.
--1965 Ranchero w/1966 200, dual friction diaphram 9" Modern Driveline clutch and billet flywheel all balanced, 1985 SVO WC T5 with front shift, 1966 2.8 Ford 8", Weber 32/26 with VI adapter, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

gumby23
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Re: Correct T5?

Post #2 by gumby23 » Tue Feb 26, 2019 10:29 pm

It is 10sp, but that trans will have the small pilot(.590")

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StarDiero75
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Re: Correct T5?

Post #3 by StarDiero75 » Wed Feb 27, 2019 12:49 am

gumby23 wrote:It is 10sp, but that trans will have the small pilot(.590")

It will still have the small pilot? I would have thought they'd beef up the L4 tranny since its a turbo version. I guess my question is, can I use the pilot bearing off the L4? And would this be wise to do? Also, isn't the input shaft longer too?

I really like that its got the 4.03 1st and .81 OD. It means I can keep the 2.8 rear I have for a bit before I put in a 3.5 or something in my 8". I don't plan on pushing serious power out. I got a 1980 head that I'm gonna do a direct 2bbl on, I have dual V.I. headers that will go on when that happens, and probably keep the stock cam but put 1.6 rockers on it. That's about it.

Would the L4 T5 not be up to the job? I know they ain't made to take much but I don't think my 200 will make as much power as a turbo L4.

What do you think?

Thanks,
Ryan
--1965 Ranchero w/1966 200, dual friction diaphram 9" Modern Driveline clutch and billet flywheel all balanced, 1985 SVO WC T5 with front shift, 1966 2.8 Ford 8", Weber 32/26 with VI adapter, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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rocklord
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Re: Correct T5?

Post #4 by rocklord » Wed Feb 27, 2019 9:16 am

These questions have been answered before here:
viewtopic.php?f=76&t=76625&p=589862&hilit=4+cyl+T5+pilot+bearing#p589862

Below is from http://straightsixshootin.weebly.com/t- ... -info.html and is a great reference:

When using a V8 T-5 behind a 144/170/200, then required pilot bushing is the one from a ’67 and later 200 with a manual transmission.

When using a 4 cyl. T-5 behind a 144/170/200, a special roller pilot bearing

is available from Autozone, RockAuto and Napa (SKF 6202-2RSJ).

Do Not Use SKF 6202-RSJ as it only has a bearing seal on one side.


The input shaft length does not create a problem with the swap.

The 4 cyl T-5 will handle 240lbft of torque, a slightly modified 250.

Hope this helps.
Dan

Currently Own
1965 Mustang, 200CID, 3Spd
1964 Corvair Coupe, 164CID, 140HP, 4Spd
1961 Corvair Lakewood wagon, 145CID, 80HP, 2Spd Powerglide Auto.
2017 BMW X3, 3.0L Dual Turbo, 300HP, 8-Spd Auto

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StarDiero75
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Re: Correct T5?

Post #5 by StarDiero75 » Wed Feb 27, 2019 3:30 pm

rocklord wrote:These questions have been answered before here:
viewtopic.php?f=76&t=76625&p=589862&hilit=4+cyl+T5+pilot+bearing#p589862

Below is from http://straightsixshootin.weebly.com/t- ... -info.html and is a great reference:

When using a V8 T-5 behind a 144/170/200, then required pilot bushing is the one from a ’67 and later 200 with a manual transmission.

When using a 4 cyl. T-5 behind a 144/170/200, a special roller pilot bearing

is available from Autozone, RockAuto and Napa (SKF 6202-2RSJ).

Do Not Use SKF 6202-RSJ as it only has a bearing seal on one side.


The input shaft length does not create a problem with the swap.

The 4 cyl T-5 will handle 240lbft of torque, a slightly modified 250.

Hope this helps.

All that helps a lot, thanks man. I guess whats really stumping me, is that the retainer that the TO bearing slides on is much longer on the L4, does that not present a problem at all? The area for the disk to move on is much smaller than the v6/v8 one, does it still work, but its just tighter? Or does the retainer get swapped out? Of all the stuff I've read on this, no one touches on this.

Thanks,
Ryan
--1965 Ranchero w/1966 200, dual friction diaphram 9" Modern Driveline clutch and billet flywheel all balanced, 1985 SVO WC T5 with front shift, 1966 2.8 Ford 8", Weber 32/26 with VI adapter, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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rocklord
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Re: Correct T5?

Post #6 by rocklord » Wed Feb 27, 2019 4:54 pm

StarDiero75 wrote:All that helps a lot, thanks man. I guess whats really stumping me, is that the retainer that the TO bearing slides on is much longer on the L4, does that not present a problem at all? The area for the disk to move on is much smaller than the v6/v8 one, does it still work, but its just tighter? Or does the retainer get swapped out? Of all the stuff I've read on this, no one touches on this.

Thanks,
Ryan


The length of the bearing retainer will not affect the clutch disc operation.

Another difference between the V8 and 4-cyl T-5 is the bearing size on the input shaft. Because of the difference in size, the bearing retainers are not interchangeable. So you cannot swap out the aluminum 4-cyl bearing retainer for a V8 steel retainer.

Here's a discussion on the subject:

https://www.stangnet.com/mustang-forums ... er.697754/
Dan

Currently Own
1965 Mustang, 200CID, 3Spd
1964 Corvair Coupe, 164CID, 140HP, 4Spd
1961 Corvair Lakewood wagon, 145CID, 80HP, 2Spd Powerglide Auto.
2017 BMW X3, 3.0L Dual Turbo, 300HP, 8-Spd Auto

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powerband
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Re: Correct T5?

Post #7 by powerband » Wed Feb 27, 2019 6:58 pm

... Correct T5?

Yes a 4 cyl T5 can work fine if you need to finish and drive. The question if it's the right T5 is more about how you want to drive.


... gearing of the discussed T5 :
1352-114 Ford 1985-86 T-Bird/Mustang/SVO 2.3 TC L4 WC P 3.76(rev) 4.03(1st) 2.37(2nd) 1.49(3rd) 1.00(4th) 0.81(5th)

... an extreme low 1st gear (4.03:1) and limited OD(1:.81) is not best match with a typical early OEM 3.50:1 rear. The 1st may not be usable and OD may not let the torquey (slow-spinning) small block six use it's most effective powerband . With a 2.80 :1 ratio it may be more drivable.

Typical V8 T5's use 3.35 or 2.95:1 ratio 1st gear and Overdrive is 1:.68.

ALSO - the usability question of WC or NWC is way over rated. Main difference is better low temp performance due to use of ATF and roller bearings - BUT - Nothing is wrong with NWC V8 T5's in small block six use. I use a NWC V8 T5 (13-52-126) for @ 10 years in my 63/ 170 with only a little stiffer shifting and may have preferred higher 2.95:1 1st gear.

Sure your T5 is WC?, this will explain:

https://www.fordmuscle.com/archives/200 ... /index.php

have fun

Image







T5 (Cobra-Z) 13-52- 218 now rebuilt:
Image
"Take time to stop and smell... The roadkill..."

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StarDiero75
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Re: Correct T5?

Post #8 by StarDiero75 » Wed Feb 27, 2019 8:02 pm

powerband wrote:... Correct T5?

Yes a 4 cyl T5 can work fine if you need to finish and drive. The question if it's the right T5 is more about how you want to drive.


... gearing of the discussed T5 :
1352-114 Ford 1985-86 T-Bird/Mustang/SVO 2.3 TC L4 WC P 3.76(rev) 4.03(1st) 2.37(2nd) 1.49(3rd) 1.00(4th) 0.81(5th)

... an extreme low 1st gear (4.03:1) and limited OD(1:.81) is not best match with a typical early OEM 3.50:1 rear. The 1st may not be usable and OD may not let the torquey (slow-spinning) small block six use it's most effective powerband . With a 2.80 :1 ratio it may be more drivable.

Typical V8 T5's use 3.35 or 2.95:1 ratio 1st gear and Overdrive is 1:.68.

ALSO - the usability question of WC or NWC is way over rated. Main difference is better low temp performance due to use of ATF and roller bearings - BUT - Nothing is wrong with NWC V8 T5's in small block six use. I use a NWC V8 T5 (13-52-126) for @ 10 years in my 63/ 170 with only a little stiffer shifting and may have preferred higher 2.95:1 1st gear.

Sure your T5 is WC?, this will explain:

https://www.fordmuscle.com/archives/200 ... /index.php

have fun

Image







T5 (Cobra-Z) 13-52- 218 now rebuilt:
Image

So the 2.8 that i have is actually ideal for it? I wouldn't have thought that i would've at least thought 3.2 would be the better one. But the torqueiness is good.

I can't find out from the site you showed me if its a WC, but heres a site I've been using and it says that the number is a WC.

This will be used as a daily driver and the first gear is nice for all the hills we got here in western WA. And the OD aint overkill on the 2.8 rear. Would you think a V6 or V8 T5 would be better suited? I outlined the mods near the top of the thread, i wont be putting out serious power

20190227_165817.jpg
You do not have the required permissions to view the files attached to this post.
--1965 Ranchero w/1966 200, dual friction diaphram 9" Modern Driveline clutch and billet flywheel all balanced, 1985 SVO WC T5 with front shift, 1966 2.8 Ford 8", Weber 32/26 with VI adapter, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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StarDiero75
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Re: Correct T5?

Post #9 by StarDiero75 » Sat Mar 02, 2019 6:44 pm

Got the T5 guys. Shifts smooth and the input shaft feels good.

I'll update again when i get it in the car. Expect like 6 months or more lol.
--1965 Ranchero w/1966 200, dual friction diaphram 9" Modern Driveline clutch and billet flywheel all balanced, 1985 SVO WC T5 with front shift, 1966 2.8 Ford 8", Weber 32/26 with VI adapter, CRT Performance HEI.
--1961 Studebaker Lark VI, OHV 170 l6 in the process of being resurrected. But it lives
--Creator of the only Weber 32/36 conversion video.

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