Inliners International Forums General Discussion MOPAR T-5

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.

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!

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?

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.

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

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.

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

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...

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

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

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.

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?

I did not notch the crossmember. I notched the transmission. Here are before and after pictures. This is a NWC T-5.

That would have been no where near enough.. The crossmember had to be clearanced the entire width of the trans.