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A Manual Transmission ManualTake The Fifth From the January, 2006 issue of Modified Mustangs & Fords
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If the classic Ford you're driving still has the original transmission, then your freeway performance is probably suffering from "over rev" syndrome. Whether automatic or manual, the older transmissions found in our classics have a final drive ratio of 1:1. Even with a relatively tall 3.00 rear-axle gear ratio, you're engine is still spinning over three grand just to do the speed limit. If you're trying to keep up with your buddies who are equipped with overdrive you can forget about it. They'll just pull away from you like you're hauling lumber. But if you've had enough of the right lane, and you're ready to turn your car into a freeway flyer, then listen up. No matter what kind of classic Ford you're driving, you can upgrade to a manual-shift overdrive gearbox. there are two different approaches for swapping the popular T-5 five-speed manual overdrive gearbox into your Total Performance Ford car. There are several different types of five- and even six-speed manual transmissions out there that we will look at, but the T-5 is by far the most popular. For price and performance, it's hard to beat this time tested and improved gearbox. Owners with original manual transmission cars can now utilize the bell housing, clutch, and clutch linkage they've already got. Using a special adapter plate and cross member from California Pony Cars, the T-5 will mate to the existing bell housing with a few minor adaptations. If you want the best T-5,... If you want the best T-5, buy a new Z-trans right out of the Ford Racing Performance Parts catalog. It is so called for the Z suffix in the Ford part number. If you're seeking a rebuilt or used transmission, try to get a gearbox with the correct length input shaft from a '90 or newer 5.0 Mustang. This is our boneyard T-5 transmission after being rebuilt at a local transmission shop. About 85 percent of the classic Ford cars we're concerned with came equipped with automatic transmissions. That's a big percentage, and some of these enthusiasts are looking for a way to get both a stick shift and overdrive with one simple and reasonably priced conversion. This is now possible using a cable conversion kit. Just such a kit, complete with a modified pedal set, is available from several companies, including Mustang Depot and DB Performance Engineering. There's no need to replicate the OE lever and bellcrank linkage underhood. In this conversion, all T-5 hardware is used, including the bellhousing. Just a few modifications to the car are required. We'll see how each installation method differs. We'll look in on some of the more important steps in each type of conversion. As we do, you'll be able to evaluate your own circumstances and then choose the conversion method that's right for your project. We'll also look at some T-5 alternatives. How The Other Transmissions Compare
As we have already noted, the T-5 is the most popular of the manual overdrive transmissions. The latest incarnation is Ford part number M-7003-Z, which is rated in torque capacity at 330 lb-ft and costs $1,395. The '90-and-newer T-5 is rated to handle 300 lb-ft of torque, while the '85-'89 T-5s are rated to handle 265 lb-ft. All T-5 gearboxes installed in Mustangs from 1985 on are considered to be World Class T-5s. For those who want even more durability or an extra gear, there are more choices.  This photo shows everything...  This photo shows everything you'll need for a complete T-5 conversion using your original bellhousing and clutch linkage. The crossmember, adapter plate, early style shift handle, and knob are from California Pony Cars. Since our rebuilt T-5 had no output yoke, we have a new one along with a fresh transmission mount.  In this photo, we're looking...  In this photo, we're looking at the modifications that need to be made to the stock bellhousing. You'll need to have a machine shop do the work because there's no room for error on the locations for the new holes. The hole at the bottom is tapped with threads, while the top hole is without threads and accepts a fastener coming through from the inside.  Note that the V8 is shorter...  Note that the V8 is shorter than the V6 (7.18" for the V8.)  This photo shows the one machining...  This photo shows the one machining operation necessary on the inside of the bellhousing. A flat surface for the new bolt to seat on is required.  With the machine work on the...  With the machine work on the bellhousing done, we can now attach the California Pony Cars adapter plate. The plate has countersunk holes allowing it to be fastened to the bellhousing, while leaving a flat surface to receive the transmission.  With the adapter plate attached,...  With the adapter plate attached, the bellhousing was installed onto the engine. Next, the transmission was installed onto the bellhousing as usual. Remember that the adapter plate is made of aluminum, so torque the transmission fasteners accordingly. This engine and transmission combination is ready to go into the car.  Underneath the car it's not...  Underneath the car it's not too difficult to get the California Pony Cars crossmember into place. Get each fastener started in its location before tightening anything, and assembly should go smoothly.  This photo shows the completed...  This photo shows the completed installation. It's a simple solution that works. The driveshaft was left at the machine shop at the same time as the bellhousing. While there, it was shortened by 1-inch, equipped with new u-joints, and the new yoke installed.  For our cable-style conversion,...  For our cable-style conversion, we have a T-5 transmission and bellhousing. A different block plate is also required. all this came out of a low-mileage 5.0 Mustang wreck.  This cable-clutch conversion...  This cable-clutch conversion kit comes from DB Performance. Unlike the lever and bellcrank linkage, the cable can be routed around obstacles. The pedal set has been refurbished, and the arm on the clutch pedal modified to work with the cable arrangement.  This shot shows the modified...  This shot shows the modified pedal arm next to a stock arm. The original clutch linkage was a push-style arrangement, while the cable system pulls to disengage the clutch.  To install any type of overdrive...  To install any type of overdrive transmission, you've got to have a conversion crossmember. DB Performance has them for several different classic Ford cars. They can provide everything you'll need to perform the T-5 cable conversion, including a driveshaft.  Our project car is a '65 coupe...  Our project car is a '65 coupe with a C4 automatic transmission. Inside the car, the first step is to eliminate the automatic-pedal arrangement and to install the modified manual-transmission pedal set (shown here).  Here, the precise location...  Here, the precise location for the cable hole is measured, and a pilot hole drilled. check on the inside of the firewall to be sure that no wiring is in the way.  The next step was to enlarge...  The next step was to enlarge the hole to the required 1/2-inch diameter. This is done carefully since too large a hole could allow unwanted cable movement.  The cable is guided through...  The cable is guided through the firewall to emerge just above the new pedal set. As we route the cable, we will be sure to avoid areas where heat or moving parts might pose a danger.  With the car up in the air,...  With the car up in the air, the new T-5 is raised into position using a transmission jack. With the transmission held in the correct location, clearances are checked. By working carefully, we were able to get around the exhaust system without having to cut it.  With the transmission raised...  With the transmission raised into the final position, it became clear that we could leave the factory shift hole in the transmission tunnel alone and still operate the shifter for all gears. However, the transmission would have to be removed if we ever wanted to remove or change the shifter. We opted to enlarge the hole (shown here).  The new transmission mount...  The new transmission mount is fastened to the transmission, while the DB Performance crossmember is trial fitted. Everything looks like it's right on the money. We're going to hang the exhaust next, and then install a new driveshaft.  We're inside the car looking...  We're inside the car looking upward underneath the dashboard. The clutch cable is shown connected to the top of the new pedal arm. A steel pin with cotter key is used to secure the connection.  At the other end of the cable,...  At the other end of the cable, underneath the car, the connection at the bellhousing is shown. Clutch adjustment is accomplished by moving the jamb nuts forward or back along the threaded rod.  The completed installation...  The completed installation looks like a late-model drivetrain in the '65 car. In fifth gear, the .63 final drive ratio in this transmission will knock off 1,000 rpm at the crankshaft during cruise. Rolling down the highway at 2,300 rpm instead of 3,300 will make a world of difference in fun, fuel savings, and reduced wear and tear.  The Tremec TR-3550 five-speed...  The Tremec TR-3550 five-speed transmission is a good option for an upgrade from the T-5. The latest version of this transmission is Ford part number M-7003-R58 and costs $1,495. This transmission became known as the TKO when heavier input and output shafts were added. It's rated to handle 360 lb-ft. If you're stepping up from a T-5 to a Tremec, you'll need another bellhousing because the Tremec and T-5 transmission mounting patterns are different. We might add that we know people who can break a TKO running 14s, while another fellow is successfully running high 11s with a T-5 pass after pass. How you drive the car and use the gearbox will have a lot of effect on longevity.  In 1996, the Tremec T-45 five-speed...  In 1996, the Tremec T-45 five-speed transmissions were introduced for use with the new modular engines. Because the bellhousing pattern on the T-45 is modular only, it won't work with the pushrod engines. However, it would be a good choice for a vintage car with a modular engine conversion. The T-45 is rated to handle 375 lb-ft, so it's pretty stout. This transmission is plentiful in salvage yards, so you should be able to find a good one for a reasonable price.  For those wanting great durability...  For those wanting great durability and another gear above fifth, the Tremec T-56 six-speed transmission is the way to go. This gearbox has two speeds of overdrive: .80 and .62. It's the same transmission used in the '00 Cobra R and '03/'04 Cobra Mustang. It is available in the Ford Racing Performance Parts catalog with either a modular or Windsor bellhousing bolt pattern. This makes it a great candidate for installation into a classic car. The T-56 with the Windsor bolt pattern is Ford part number M-7003-H and has a list price of $2,250. Different aftermarket versions offer improved torque handling capacity. For example D&D Performance now offers a T-56 to fit behind a 289-351W that will handle upwards of 650 lb-ft of torque.
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