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Born 1974 - Died 1996 Resurrected 2021-2022?

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Wittsend:

I don't know about the flywheel. Often when there is a question I will look up associated parts (in this case clutch disc, pressure plate) and see if they vary over the years span. It isn't a foolproof method but it would give you some idea.


The 2.3 used a specific T-5 noted for its 1st gear (some say 3.97 others 4.01). It has a LONGER input shaft than other versions. The V-8 version had a shorter shaft. I don't know if an extended pilot bearing is available..., or would work. There is caution regarding the throwout bearing possibly hitting an extended bearing (when depressed). A proper disc size/spline might be an issue too. The T-5 after 1995 was only available with the V6. The 94/95 T-5's had a longer (but not proper for a 2.3) input shaft. Other issues were an electric speedometer, in bellhousing hydraulic slave cylinder and flange instead of slip yoke driveshaft connection at the transmission.


It gets even crazier when you start to look at the GM T-5's (Nissan used it for a few years too). GM canted the whole transmission at an angle. And at one point GM went to the Ford belhousing pattern. At least in V-8 applications the GM T-5 was predominantly a 2.95 1st gear trans but they didn't go world class until 1988.


Basically you need an 85 (beginning of world class) to 93 2.3/T-5. But the newest of those in now 28 years old and can be as old as 36 years. Happy Hunting. When I did my Turbo Coupe drivetrain swap back in 2008 it made sense. I had already owned the donor car for 10 years. But I think today some of the more modern engine are likely a better swap. Unfortunately oil pan to crossmember and adaptable transmissions are an issue. And the most likely transmissions are truck transmissions.


https://www.moderndriveline.com/the-many-different-faces-of-the-t5/

PintoTim2:
I would not use a Mustang T5 due to the mentioned 1st gear ratio.  Besides a good one is HARD to find used.  Turbocoupe T5 trans is the way to go - but the 83-86 Turbocoupe bellhousing is the one you need for a cable clutch (got mine on EvilBay).  I have found it easier to find a turbocoupe T5 since the Mustang crowd doesn't want them.  The flywheels are the same dimensions for all the 2.3.   The "2000 MY" T5 might be for a V6 ??  I don't know what the input shaft and bolt pattern looks like and if it will fit a 2.3L bellhousing.

Wittsend:
Good that you mentioned the 83-86 bellhousing for the bell-crank cable hook up. It skipped my mind even though I had to get one for my '88. A minor point but there is the need to get the clutch cable over the crossmember. Some just use various construction framing brackets from the big box home improvement store. I made up a mount that fits in the existing hole. I designed it with an anti rotate (visible below the nut) incase it ever came loose using the existing (single) hole.

Lastly seating position is different for everyone but the stock T/C shift had me punching the dash and a very awkward motion. I cut and elevated the shifter into two or three parts (took numerous try's before it felt anywhere near normal) and then rewelded it. It still isn't as good as it was in the T/C but it is a WHOLE lot better than before.

 To quote my mother in law "Oh, Yea..., and another thing....." The trans mount needs to be reversed and holes slotted. I don't know if the manual early cars used the same round rubber mount but I am still using mine from the C-4.  "Oh, Yea..., and another-other thing....." the driveshaft will probably not be the proper length. I was fortunate. My '73 C-4 / Auto trans / 6-3/4" shaft fit perfectly when I went to the T-5 and an 8" rearend. I'd find what ratios are in the rear end before jumping to a T-5. They could be 2.79 and then it would surely bog and negate the swap. I run 3.40's on 13" tires and it is just about right. If the car will have tall tires 3.55 might be better.

PintoRoyL:
All good points to ponder, thank you. I did check on some of the part numbers, primarily for the input shaft. The input shaft is different for sure, but that can be changed easy enough in just a couple of hours on the bench while the trans is already out. It would be primarily the length of the shaft that I need to know,  that would tell me whether I must use an adapter/spacer plate between the eng/trans. The trans/rear gearing, as you said, is a must to keep in mind also. I did the input shaft swap on a t5 from a '92 S10 pickup connected to a Chev 307 that I am running in my daily driver GMC Caballero.

65ShelbyClone:

--- Quote from: PintoRoyL on April 22, 2021, 08:30:41 AM ---The input shaft is different for sure, but that can be changed easy enough in just a couple of hours on the bench while the trans is already out. It would be primarily the length of the shaft that I need to know,  that would tell me whether I must use an adapter/spacer plate between the eng/trans.

--- End quote ---
Yeah, but the input shaft is part of the first gear ratio. You'll need one that matches the current ratio (whatever that may be) and fits a 2.3, which may or may not exist. There were at least three different versions of the 2.3 input shaft alone; the one in mine has a 4.03 first gear. '87-88 had a 3.97 and '85-86 SVOs had a 3.50. The only bellhousing adapter I know of is one that adapts a pre-'94 5.0 V8 T5 to the 2.3 block.

A note on shifter positions: the only T5 that doesn't require cutting the shifter hole is a Camaro version that Wittsend mentioned. The problem there is that the rear mount/crossmember needs more fabrication due to being on a weird angle. I think there are also some late '70s direct-pull bellhousings that fit on T5s so the cable doesn't hit the front crossmember, but I don't recall what the engineering numbers are.

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