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My dad and I are swapping a T-5 into his 53 Plymouth Wagon, so far this is what we have come up with.
1993 Mustang World Class 5 spd. We went with this trans because of the Closer gear ratios compared to the S-10 transmissions.
We made an adapter plate out of 1/2" aluminum plate, with a register ring to fit into the original bell housing, and center the bearing retainer on the T-5. We swapped in the Input shaft from a 93-up mustang as it is 3/4" longer than the 92 down, and fits better. For the throw out bearing, we turned down the snout of the bearing retainer to match the OD of the original 3 spd. The stock throw put bearing now fits. " an added bonus is the snout was worn, so its back to being smooth again."
Went to Surge Friction in South Holland IL, and they are setting us up with a clutch disc that will work with the stock auburn pressure plate.
I will try to get some pics ASAP.
As for the rest of the drivetrain we are using a 97 Explorer 8.8 rear axle (4.10, trak-lok, disc brakes, Correct width, and best of all 75.00 at the local pick-a-part) And a 218 with an Offenhauser intake, Twin B&B Carbs, and Langdons Split Exhaust manifolds. (for now) A rebuild with an Aluminum head, balancing and More compression next winter.
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Joined: May 2000
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Looking forward to seeing your photos and procedures, Murf. You ought to have a fine ride when finished! Those engines with dual exhausts and glass-packed mufflers really sound sweet!
Lord, let me live long enough to do all the projects I have planned!
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Joined: Jun 2005
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How close are the ratios and how relevant is that?
I'd think it might be important that the top gear wasn't too far removed from fourth, but this should be a pretty torquey motor with a reasonable rev range.
Can you just explain your reasoning on this?
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Murfman, like Dennis I too would like to see the the step by step process in photos. It's always been an idea I have considered but never got around to doing. At the present time my 41 Fargo p/u is running a Ford 9 inch posi track ( over kill I know )....got it cheap,....... with 2.75 gears. I could use a T5........ Cheers Bob.
glasspaks.
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The Mustang World class t-5 for a 5.0 has the following ratios: 3.35 1.99 1.33 1.00 .68
compared to a S-10 with a 4.03 or 3.76 1st gear, which I consider too low for the torquey 6, especially with a 4.10 rear end. The .68 Od nets me with a 2.78 final drive, compared to the 3.91 with the stock rear axle and 3 spd trans. I've read that people with the S-10 trans often slip the clutch a little and start in 2nd gear, with 1st being a "Granny" gear. In a truck, this would be OK, but IMHO, not in a car. We'll see when the car hits the road... Thanks Murf
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That's still a very low first gear...
The A833 has a lowest first gear ratio of 3.09:1, and that's in the box used for six-cylinder cars.
So 'closer ratios' is very much a relative term here.
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The only 1st gear ratio that the a 833 OD trans came with AFAIK was the 3.09, and the OD was similar to the T-5, with the extra gear the T-5 definately has closer ratios than the 833, The 3.35 is much more usable than the 3.76 or 4.03 that the popular S-10 T-5 trans has, not to mention I bought the trans with an aftermarket short throw shifter, a complete driveshaft from a Mustang, and a steel input bearing retainer for 300.00 makes it work for me. The short throw shifter should help alot, considering I have to lengthen the shifter by about a foot, it should help keep the throws in check. Furthermore, the only t-5 I've seen with a shorter 1 st gear was an over the counter aftermarket trans and that was a 2.95 If I remember correctly. Murf
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Yes, the overdrive A833 was 3.09 also... the first gear ratios available in A833s with 23-spline input shaft are: 2.66 (pre-1970 V8s) 3.09 (all 6-cyl boxes plus overdrives) 2.47 (1970-on V8) There's a complete listing of A833 ratios and gear tooth counts in a thread here It also has some other New Process box ratios listed... very handy...
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Picked up the clutch today, have to say if anyone needs a clutch, check out Surge Clutch and Driveline in South Holland IL. These guys are top notch, no problems coming up with a clutch disc to work with the stock Auburn Pressure plate, rebuilt the pressure plate, and resurfaced the flywheel in 3 days, they even had a throwout bearing in stock Great people to deal with and reasonable pricing as well. The pressure plate looks brand new. Surge Clutch and Driveline 16145 Thornton-Blue Island Road South Holland IL 60473 (708) 331-1352
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What are your plans for the pilot bearing? I installed a NWC T-5 behind my Desoto flathead 6 in my 1948 Plymouth. For a blow by blow of how I did it follow this link. I have a 3.55/1 differential and use first gear all the time. Works well for me. http://www.jalopyjournal.com/forum/showthread.php?t=74221&highlight=coatney+t-5
Don Coatney
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Made a "Puck" to fit in the center of the Flywheel, with a hub that inserts into the hole in the back of the stock crankshaft. After looking at you pictures its similar to yours, except for fitting into the crankshaft. I used a stock Ferd needle bearing style pilot, and made my puck to accept it.
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Installed the engine/trans into the frame, had tonotch the trans crossmemeber to clear the trans as the T-5 hangs lower than the original 3 spd did. Anyone else have to do this, or am I just lucky?
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I did not notch the crossmember. I notched the transmission. Here are before and after pictures. This is a NWC T-5.
Don Coatney
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That would have been no where near enough.. The crossmember had to be clearanced the entire width of the trans.
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