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1969 Ford Mustang T5 Transmission Swap - Row Your Own - TechUpgrading To A Five-Speed Means Greater Car Control, Better Fuel Economy, And An Ear-To-Ear Grin From the November, 2010 issue of Modified Mustangs & Fords By Mark Houlahan Photography by Cars, Inc.
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It seems like every few years, the OEMs are able to tack on another gear to the latest transmission offerings. For the longest time, an overdrive automatic meant a four-speed box. Then the five-speed automatic arrived; and now Ford (and others) is offering six-speed automatics in everything from performance cars like the Mustang to crossovers and even fullsize trucks. The same thing has happened on the manual transmission side of the landscape as well. First came the four-speed overdrives, then the infamous T5 five-speed-which could be found in everything from the Mustang and Camaro to S10 pickups and even the AMC Eagle. Eventually the six-speed manual transmission debuted in high-end performance cars like the Mustang Cobra, Dodge Viper, and Corvette. Now we're seeing six-speed overdrive transmissions in everything from front-wheel-drive commuters to the new Mustang (even the base V-6 model). Suffice it to say, in the name of efficiency and economy, the overdrive transmission is a must-have for today's driving enjoyment and speeds. Now getting an overdrive transmission into your classic Ford has never been easier. Over the years, the popular overdrive swap has really progressed from a junkyard crawl job with plenty of fabrication, to a one-click or one-call ordering that shows up at your door ready to bolt in. We understand that there is some satisfaction in finding the parts from newer Fords and swapping them in, but the major parts are getting harder and harder to find in good shape. The last T5 installed in a small-block Mustang was 1995; that's 15 years ago (and the '94-'95 transmissions have their own installation issues due to longer input shafts). A mid-'90s T5 usually needs a complete rebuild and you still have to source other parts and/or fab your own, including a crossmember, clutch linkage, cable or hydraulics, and more. Not to mention the parts are rusty, greasy, and generally in poor condition. Our '69 SportsRoof's C4 automatic... Our '69 SportsRoof's C4 automatic was tired, and with a recent engine upgrade and some pretty steep gears out back, the owner finally pulled the trigger on upgrading to overdrive. Having a manual trans in the tunnel will also "reconnect him with the road." To start the removal of the C4, the driveshaft is removed and the trans crossmember disconnected. Note the trans is supported by a trans jack. This is why we opted for the one-call scenario and grabbed the phone to contact Bruce Couture's Modern Driveline. Bruce has been making all manner of classic Fords more enjoyable to drive for many years now with his manual transmission overdrive kits. They include all new parts for a simple bolt-in project that you can accomplish in your home garage in a weekend (or less). Modern Driveline's package deals are the best way to go, as you are assured to get everything you need for your conversion, from the flywheel to the driveshaft, and not have to make a zillion parts store runs. If you've already scored a transmission or other hard parts and only need a few, hard-to-find items for your conversion, fear not, Modern Driveline can hook you up with everything from speedo cables to shifters and more. For our '69 Mustang swap, we went with one of its complete T5 conversion packages with a few select upgrades, including an SFI bellhousing, hydraulic clutch actuation, and a cool retro-look Hurst shifter. New Ford Racing T5 "Z" transmissions start at $1,295, and depending upon what options you go with, complete upgrade packages average around $2,500. Check out our upgrade in the following photos and you can see the total cost of our special-order package in the included sidebar.  Once we've removed the six...  Once we've removed the six bellhousing bolts, the four torque converter bolts, the starter, and the trans cooler lines, the C4 is easily pulled back and lowered out of the way. If you're looking to recoup some of your swap costs, your old trans might be worth something to the right person. The C4 is still a very popular trans for drag racing and budget projects, so this C4 will be sold to put a few bucks back in the owner's pocket.  The last remnants of the C4...  The last remnants of the C4 trans-the automatic flexplate and block plate-are removed next.  Now's the perfect time to...  Now's the perfect time to inspect your camshaft block plug, oil gallery plugs, rear main seal, and so forth before installing the new manual trans swap parts.  Since our small-block has...  Since our small-block has been backed by an automatic, it needs to have a pilot bearing installed in the rear of the crankshaft. If your toolbox is not equipped with a bearing and seal installer, then you can use the age old trick of a large socket and extension to drive the bearing home. Just be sure you're socket is seated on the outer edge of the bearing to prevent damaging the bearing.  The Modern Driveline conversion...  The Modern Driveline conversion kit offers several options for the bellhousing, including adapting an original four-speed bellhousing, using a stock aluminum bellhousing, or an SFI-approved steel unit. We opted for the QuickTime SFI bellhousing for our conversion, which comes with this steel block plate that works in conjunction with the bellhousing to contain a clutch failure if it ever should happen.  Like the bellhousing choices,...  Like the bellhousing choices, there are several options available in the flywheel and clutch departments. For our swap, we chose Modern Driveline's billet steel 157-tooth, 28-ounce imbalance flywheel with 10.5-inch clutch pattern. The flywheel bolts come as part of Modern Driveline's optional fastener kit, reducing our need to make parts store runs for various bolts during the swap. Modern Driveline's T5 Swap Cost
| Part | PN | Cost |
| Ford Racing T5 Z Five-Speed Transmission | MD-552-0251 | $1,295 |
| QuickTime SFI Six-Bolt Bellhousing | MD-401-6065 | $495 |
| Kevlar/Organic Clutch Set | MD-KS7-101 | $350 |
| Hydraulic Clutch Master Cylinder Kit | MD-910-0012 | $235 |
| Hydraulic Release Bearing Kit | MD-514-1400-30 | $360 |
| Hydraulic Clutch Steel Braided AN Line-24-inch | MD-514-139100-24 | $42 |
| '67-'73 Mustang/Cougar T5 Crossmember | MD-6773M-CMT5 | $149 |
| Transmission Mount, T5/TKO/C4 | MD-504-1101 | $19 |
| Hurst Chrome Shift Lever, Classic Style | MD-504-1040 | $69 |
| Hurst Shift Lever Boot | MD-504-1060 | $26 |
| Hurst Shift Ball, Five-Speed Pattern, White | MD-504-1050 | $39 |
| T5 Installation Hardware Kit | HWkit-T5 | $30 |
| Flywheel, LBS, 157-tooth, 28-oz Imbalance | MD-LBS157-28 | $295 |
| Flywheel Bolt Kit, 7/16-inch, Set of Six | MD-403-1001 | $17 |
| Pressure Plate Bolt Kit, 8mm, Set of Six | MD-403-003 | $12 |
| Amsoil ATF (three quarts) | ATF | $29 |
| '69-'70 Mustang/Cougar Clutch Pedal | MD-402-6970M-C | $160 |
| '69-'73 Brake/Clutch Pedal Pad Kit | MD-412-6973-DB | $29 |
| '65-'70 Mustang Clutch Pedal Roller Bearing Kit | MD-504-1081 | $35 |
| Total | $3,686 |
 Modern Driveline's organic...  Modern Driveline's organic Kevlar clutch kit is perfect for the power level of our small-block and comes with...  ...the clutch disc, pressure...  ...the clutch disc, pressure plate, alignment tool, and our already installed pilot bearing.  The QuickTime bellhousing...  The QuickTime bellhousing is a work of art and is certainly worth the optional cost to not only protect you and your ride in the event of a clutch failure, but its precision machined features mean a perfect fit to your transmission and engine block.  Before we actually bolted...  Before we actually bolted the trans up, we felt it would be better to go ahead and get our hydraulic clutch setup and clutch pedal installed first. The hydraulic master cylinder kit from Modern Driveline bolts into the existing hole for the clutch pedal rod. Normally all that's required is punching out the plug in the firewall and drilling the two retaining bolt holes to secure the master cylinder to the firewall.  Fit the clevis pin and washer...  Fit the clevis pin and washer to the master cylinder mounting bracket assembly, as shown here.  The pedal support was removed...  The pedal support was removed and new, full roller bearings were installed to support the reproduction pedal, also from Modern Driveline.  With the pedal in place, the...  With the pedal in place, the rod-end hardware can be attached between the pedal and the master cylinder linkage, and adjusted per the instructions to ensure full actuation of the master cylinder.  The reservoir can be located...  The reservoir can be located anywhere there is room, and the reservoir's fluid hose can be safely routed to the master cylinder. You also need to be sure to mount it above the level of the master cylinder, which should be easy, as you want it high enough for easy access for filling and inspection. We found a nice location on the cowl for the reservoir, as seen here.  Connect the reservoir's hose...  Connect the reservoir's hose to the master cylinder's hose fitting and then attach the braided AN hose to the 90-degree fitting of the master cylinder as well, and route it toward the transmission tunnel, being mindful of exhaust and steering components.  The new Ford Racing T5 Z trans...  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...  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...  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...  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...  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,...  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...  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...  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...  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...  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...  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...  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.
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