1969 Ford Mustang T5 Transmission Swap - Row Your Own - Tech

The new Ford Racing T5 Z trans comes ready to install, only needing 2.75 quarts of fluid, as it is shipped dry. You can add the fluid after install, but it's easier to add the fluid now before putting the trans in place, just keep the shipping plugs intact until after the trans is bolted up. Modern Driveline sells Amsoil ATF, which we added to our parts order.

Modern Driveline offers both internal and external slave cylinder setups. Their new external setup makes installation a snap, but since it wasn't ready at the time of our project build, we used their internal setup. The installation requires taking a few measurements, such as clutch-to-bellhousing surface, which is being done here.

The hydraulic release bearing installation begins with the placement of the included spacer on the bearing retainer sleeve of the T5 transmission.

The release bearing itself has a threaded adjuster on the inside of the bearing (the tapered aluminum sleeve in this photo). The bearing's overall adjustment will be made with this adjuster once we fit the release bearing and take another measurement.

With the release bearing in place on the transmission, a second measurement is taken from the face of the transmission (where it will meet the bellhousing) and the face of the release bearing. This measurement is then subtracted from the measurement taken in photo 16. The difference is the bearing clearance. Screw the threaded collar/release bearing out to decrease the clearance to within spec.

With the release bearing set, the transmission can be bolted to the bellhousing. Guide the hydraulic lines from the release bearing into the bellhousing first. They will exit the side of the bellhousing where the clutch fork would normally reside.

Seat the transmission to the bellhousing and secure it with the four attaching bolts. Ensure the transmission is fully seated and do not use the attaching bolts to draw or pull the transmission to the bellhousing. Usually a little wiggling of the transmission will engage the clutch splines and seat the input shaft completely if need be.

The Modern Driveline crossmember makes mounting our new T5 a simple process. The crossmember utilizes the standard Mustang trans mount and the OE mounting holes in the body for a bolt-in solution. At this time, we're able to remove all of the transmission's shipping plugs and install the driveshaft and speed sensor (our Mustang has an electric speedometer).

Depending on what your Ford needs for wiring, the minimum will be the backup light switch, which we're connecting here. The T5, as well as aftermarket TKO transmissions from Tremec, have a neutral-sensing switch that can be used for a starting circuit safety check, or other option. We made a custom wiring harness and routed it through a hole in the trans tunnel to the inside of the car.

The hydraulic line from the master cylinder is connected to the feed line for the hydraulic release bearing, and then the lines are secured to the bellhousing to keep them away from the exhaust.

Bleeding the new hydraulic clutch assembly is simple. The bleeder line coming from the hydraulic release bearing has a standard bleeder screw on it. You can bleed the system as you would any hydraulic system, either with pressure or vacuum. Check the clutch pedal engagement and if need be you can adjust the pedal engagement/disengagement point using the Heim-joint fitting between the master cylinder and clutch pedal under the dash.

With our clutch's hydraulic system filled, bled, and pedal engagement confirmed, all that's left is to reinstall our SportsRoof's exhaust system, and we now have two more gears and the efficiency and economy of overdrive. We'll also get to enjoy our next drive through the twisties more with the fun of having that third pedal at our feet, and a Hurst stick in our right hand.