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  Topic Review (Newest First)
May 18th, 2017 11:23 PM
nxcoupe
Quote:
Originally Posted by Tim82 View Post
just wondering how u would swap a 98 v6 t5 to a 2.3 liter. I know the v6 input shaft is longer and the diameter is bigger and the bearing is different but what do i need to do
Sorry for the delayed response, the 94 to 04 T5 v6 trans will work if you use a 93 or earlier v8 input shaft in and cut the bearing retainer down to fit the shorter input length. Also, you will need a pilot bushing that will work with a v8 shaft in the 2.3 crank. I had mine turned down to the same diameter as a 2.3 pilot. The splines are the same diameter between the v6, v8 and 2.3 T5's.

Quote:
Originally Posted by TG4 View Post
You need to check the bell housing, I don't know if its the same on the V6 and I think that they are integral to the trans on the 98.
T5's never came with an integral bellhousing. You are.thinking of T45, 3650, etc, all of which the 04 and earlier cars did not use behind a v6.

Quote:
Originally Posted by brianlepard28 View Post
Will v8 clutches work on a 2.3 or do that take different clutches? I have found a 92 2.3 motor and tranny for 450 I'm getting all the wiring harness drive shaft computer and cluster since my tach don't work in mine. I'm going to replace shift cable.
No, v8 clutches will not work. That's a decent deal.
February 8th, 2017 06:09 PM
TG4 You need to check the bell housing, I don't know if its the same on the V6 and I think that they are integral to the trans on the 98.
December 8th, 2016 02:22 PM
Tim82
98 v6 t5 swap to a 2.3l

just wondering how u would swap a 98 v6 t5 to a 2.3 liter. I know the v6 input shaft is longer and the diameter is bigger and the bearing is different but what do i need to do
April 8th, 2014 11:51 PM
Alias
Quote:
Originally Posted by nxcoupe View Post
A caveat has reared it's ugly head with my above statements. It's rare that I come across something about a T5 that I had overlooked, but someone recently brought it to my attention so I set out to figure out what was going on. It has to do with a V8 and 2.3L bearing retainer, the front 'snout' that the tob rides on and retains the input bearing and shaft assembly into the trans. The issue is that Ford(in it's infinite wisdom) decided to swap out the input shaft bearing for a larger diameter race and increased angle of the roller bearings on certain years of 2.3L transmissions. So, when you try to swap to a steel bearing retainer or a V8 one, the race of the input bearing is too large to fit into the recess in the retainer.

Now, what's the solution? how do you put a V8 bearing retainer onto your 2.3L trans? Answer: remove the input and bearing assembly from the trans, press the input shaft bearing off, and install a V8 bearing and use that V8 race as the input shafts are the same size where the bearing presses onto it:

Use the V8 bearing and race in the V8 steel bearing retainer. Easy, no. Simple fix, yes. Bearings run less than 20 bucks even if you overpay. I get them for less than 10, just shop around. You must reshim the input after you replace the bearing, as there are shim(s) under the race in the bearing retainer. shim it so the input is fairly secure, but may have a few thousandths wiggle to it, but def not so tight that the trans is hard to spin. Sometimes the original shim is all that's needed, but I'm putting it out there that you need to ensure it's correct before installing the trans. Also remember to tip the trans(tailshaft up) as you remove the input shaft so the needle bearings will not fall down into the case and they will stay inside the input where they belong. D&D in MI sells a great manual for rebuilding the T5. They also sell every T5 V8 part you could want or need. Hope this helps.
I recently swapped my 2.3 aluminum bearing retainer with an after-market steel/aluminum V8 one but I had to take the V8 one to a machine shop and have the V8 one machined to four cylinder specifications. Due to the fact that there was no way of "pressing a V8 input bearing onto a four cylinder input shaft" the inner diameter of a V8 bearing was too large for the input shaft. I could have sleeved the input shaft to make up the difference but I decided to have the retainer machined. HOWEVER I had to downsize the shim accordingly due to the fact that the V8 bearing retainer holds a smaller bearing, thus having less material.
March 30th, 2014 12:45 PM
brianlepard28 Will v8 clutches work on a 2.3 or do that take different clutches? I have found a 92 2.3 motor and tranny for 450 I'm getting all the wiring harness drive shaft computer and cluster since my tach don't work in mine. I'm going to replace shift cable.

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March 25th, 2014 03:13 PM
TG4
Quote:
Originally Posted by brianlepard28 View Post
Could u put a t5 from a Ford Ranger 2.3 into a 93 2.3 mustang. Can't ever find a t5 for a 2.3 mustang.

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To my knowledge no rangers came with a t-5 from the factory, I could be wrong, but I believe that a ranger trans will bolt up to the engine, but the shifter will be in the middle of the dash in a mustang. Maybe someone else can chime in on this.
March 25th, 2014 12:18 AM
Smokestang88 As long as it's from the older ranger should be fine...all the 93 and older are the Mazda hydraulic clutch trans


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March 24th, 2014 11:26 PM
brianlepard28 Could u put a t5 from a Ford Ranger 2.3 into a 93 2.3 mustang. Can't ever find a t5 for a 2.3 mustang.

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March 19th, 2014 10:16 PM
Smokestang88 I have a shop manual floating around I printed for the T5 somewhere at home... I got it off of one of these forums and might put ya in the right direction on how to repair and what to look for


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March 12th, 2014 10:08 PM
nxcoupe Your trans shop doesn't sound like they do many manuals or your misunderstood them. it could be the pilot bearing is what they were alluding too, but it sounds more like a clutch engagement issue, but I'm kind of driving blind here because the description of the problem"I wasn't able to downshift anymore" doesn't tell me much. Was it grinding? You pushed in the clutch and it just would not go in at all? Did you shut off engine and stop the car and see if it would go into gear then?
Could need rebuilt, but unfortunately, there are no aftermarket parts for the 2.3's that I am aware of. Some parts house somewhere might be able to get them, but I'm sure they will be pricey. Good luck.
February 17th, 2014 02:48 AM
Alias
Tranny Trouble

I have an 89 2.3LX with a T5 that started giving me some trouble shifting into reverse when the car was running. So I replaced the clutch disk, pressure plate, throwout bearing, and pilot bearing. I got the transmission back in the car and one day while driving I wasn't able to downshift anymore. I'm looking to fix the issue but would like to know what to fix before I use the "throw money @ it troubleshooting" method.

e. I also replaced the clutch cable along with installing a FWA

I talked to my dad who is by no means an expert, he said it sounds like my synchro rings are in need of replacement. I called a local transmission shop and explained the following, they said to replace my input bearing.

Thank you in advance for your generosity.
January 18th, 2014 12:54 PM
nxcoupe
Quote:
Originally Posted by snkmug View Post
what do I need exactly for swapping a 2.3 t-5 to v-8 specs?
Bellhousing bolt patterns are the same between V8 and 2.3. My V8 trans bolted right into my 2.3L bell, the difference is in the diameter of the pilot bearing end of the input shaft. I had it ground down to the 2.3L diameter and it worked perfectly.
To answer your question, you'd need a gear set out of a V8, the input(modified as I mentioned), V8 countershaft, V8 first, second and third gear, and reuse your 5th gear set as long as it is the same as the V8 unit. I'll have to look at a set at the shop to verify, but the last couple of 2.3L trans I pulled apart had the same 5th gears in them as a V8. I'll post those numbers as I get a chance.

---------- Post added at 11:54 AM ---------- Previous post was at 11:50 AM ----------

Quote:
Originally Posted by dano670 View Post
I joined the forum to ask you a few questions since I am in a bit of a predicament. What I have is a 65 Mustang with a 289, an AOD that I am converting to a manual. In my local area, T-5s are made of gold and it is hard to find one.

Since my car is not a daily driver and it is just a non-hipo 289, I found a T-5 from a 2.3 for $200 local. I also picked up the bellhousing, clutch, flywheel, for $75 from a 5.0 I now the 2.3L t-5s have a stupid low first gear and they are not that strong, but the conversion is not a small job and I plan to switch to the correct trans later.

I ended buying a T-5 from a 99 mustang V-6 which I was told buy the owner that it came from a 95 Cobra. That brings up 2 problems. 1 is the bellhousing and the other is the electric speedo. Getting my money back is not going to happen.

From what I have read, the bellhousing I need is from a 94-95 5.0. They too are apparently made of gold. I was discussing this with someone and they said I could potential swap input shafts from a 93 or earlier T-5 as long as the same gear. This would allow me to use the 93 and earlier bellhousing.

The speedo gear work around from what I am piecing together is swap the tail housing and modify the output shaft to accept the gear. I was reading a website where a guy swapped tailhousings to relocate the shifter. It required him to move the speedo gear. I can't find that link or I would post it.

Hope you can help.
Yes, just use a 93 or earlier V8 input shaft and it will fix your issue, also cut the amount off of the bearing retainer that I mentioned in a post above. Sorry to hear about the liar of a seller you encountered, but that seems to have become rampant here lately. I have come to not believe anything anyone says about their car unless I can verify it concretely. My latest was being told an engine was rebuilt only to find out it was a pos 250k mile 302. Nice.

Hope this helps.
January 8th, 2014 03:58 PM
TG4 A 5.0 bellhousing, and an adapter plate for the input shaft, maybe more, someone else should know more.

But the 2.3 t-5 has shorter gears than the 5.0, so if you have short gears then first might be next to useless.

Good Chart: Ford Mustang: Mustang Tech: Transmission and Drivetrain: Borg Warner T5 Transmission data

A 2.3 t-5 would be much harder to find than a 5.0, possibly more expensive due to supply/demand.
January 6th, 2014 05:35 PM
snkmug what do I need exactly for swapping a 2.3 t-5 to v-8 specs?
January 24th, 2013 09:00 PM
dano670 I joined the forum to ask you a few questions since I am in a bit of a predicament. What I have is a 65 Mustang with a 289, an AOD that I am converting to a manual. In my local area, T-5s are made of gold and it is hard to find one.

Since my car is not a daily driver and it is just a non-hipo 289, I found a T-5 from a 2.3 for $200 local. I also picked up the bellhousing, clutch, flywheel, for $75 from a 5.0 I now the 2.3L t-5s have a stupid low first gear and they are not that strong, but the conversion is not a small job and I plan to switch to the correct trans later.

I ended buying a T-5 from a 99 mustang V-6 which I was told buy the owner that it came from a 95 Cobra. That brings up 2 problems. 1 is the bellhousing and the other is the electric speedo. Getting my money back is not going to happen.

From what I have read, the bellhousing I need is from a 94-95 5.0. They too are apparently made of gold. I was discussing this with someone and they said I could potential swap input shafts from a 93 or earlier T-5 as long as the same gear. This would allow me to use the 93 and earlier bellhousing.

The speedo gear work around from what I am piecing together is swap the tail housing and modify the output shaft to accept the gear. I was reading a website where a guy swapped tailhousings to relocate the shifter. It required him to move the speedo gear. I can't find that link or I would post it.

Hope you can help.
September 12th, 2012 10:49 AM
nxcoupe
Quote:
Originally Posted by OHC230 View Post
This question is for nxcoupe, what sort of low cost upgrades can you recommend for the rest of us, in order to extend their reliability of the T-5.
.
Well, my best recomendation is to replace blocker rings regularly in any car that sees a lot of abuse, shifting fast, holding pedal to the floor during shifts, etc. that's the secret to my T5 lasting behind about 450 hp. As for anything to strengthen it, well you did it by putting V8 internals into your trans. That's the one thing I can say will improve the longevity of a T5. The input or pilot bearing will need to be addressed as we've discussed, before a V8 trans will work.
September 9th, 2012 12:57 AM
arummel93 The manifold on it is cracked. I do like the look of your 304 tubes, if you don't have any use for them, let me know.
September 8th, 2012 08:47 PM
OHC230 This question is for nxcoupe, what sort of low cost upgrades can you recommend for the rest of us, in order to extend their reliability of the T-5.

Quote:
I'll take your failed attempts! I would love to have anything other than the stock manifold. It looks very nice, but would look nicer under my hood.
The stock manifolds are a bit ugly that's for sure, but they actually work well. Does you 2.5 still have the stock manifold on it? It's a bit lighter than the older manifolds and with a little porting, can free up a couple of HP.

The headers I'm working on are a pain to build and consume a lot of materials in the construction process. 304 stainless is very unforgiving to cutting tools. I'm using thick walled tubing for these, which at least is easy to weld, but variations on bend radii have led to many miss-calculated cuts. The biggest benefit to using 304, is its corrosion resitance.
September 7th, 2012 01:49 AM
arummel93 I'll take your failed attempts! I would love to have anything other than the stock manifold. It looks very nice, but would look nicer under my hood
September 7th, 2012 12:46 AM
OHC230
Quote:
If you donít mind me asking OHC, why didnít you just swap Bell housings and have the input machined? The case is the same isnít it?
In this particular case, I wanted to keep the gear ratios the same, with the exception of 1rst gear, so I swapped the gears from a 5.0 T-5 that I got from someone who had taken it apart.

Quote:
Also what is the origin of the Shorty header in that picture??? That thing looks nice. Do you have a full picture of it??
The Shorty header is something I have been picking away at slowly for a while now. It is made from 304 stainless steel and features 1-5/8Ē thick walled tubing. It has been a real pain to build. My intent was to build something that would just bolt in the place of the stock manifold, yet deliver decent flow for more mildly modified engines. This is my 3rd and final attempt; Iím running out of material to ruin. So far the test results have given an extra 10+ HP over a stock manifold. The test engine is stock except for a stage 1 cam and 2.5Ē exhaust on the back, with 19 lb. injectors. Total engine output is 132 HP @4950 RPM and 161 lb. ft. of torque @2950. The test car is equipped with a catalytic converter and it was my original intent to build a CARB compliant part.

BTW the stock engine basedlined at 89 HP.
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