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 bellhousing, clutch, and clutch linkage they've already got. Using a special adapter plate and crossmember from California Pony Cars, the T-5 will mate to the existing bellhousing 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. |