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| T5 differences? https://www.slantsix.org/forum/viewtopic.php?t=26927 |
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| Author: | volaredon [ Wed Jan 30, 2008 8:04 am ] |
| Post subject: | T5 differences? |
For those of us that want a 5 speed in their cars, (and those that have done the swap) what are the differences between the different T5s out there? I've seen them on Ebay, as well as other places. There is an '86 Camaro in the paper here being parted out and I am thinking of calling to see whether it is a stick or auto, out of curiosity. 1) I see that they are available with at least a couple of different sets of ratios. The AX 15 that I have has been criticized for "too low" of a 1st gear and one of the T5's that I saw on Ebag, had similar ratios. Anyone know which apps came with the more "favorable" ones? 2) Would one from a Mustang be the same as one that is out of a Camaro? 3) What is the difference on the "World Class" ones vs. the non World Class? 4) I hear of alot of "blown" 3rd gears from the Mustang guys. Is this "typical" of all T5s? 5)is there a "6 cyl" version and a"V8" version (relating to their torque rating) 7) Any special features to watch for, either good or bad if I run across oneat a swap meet Yes I know that driven "right", almost any trans would hold up with some of the highest HP/torque combos out there; basically you could "have" the power but not be able to "use" it for fear of blowing the trans. Now I know about speed limits and tickets and all(DON'T get me started on that one) but honestly, how many do you know that build up their engines, not to ever "use" the extra power, now and then? We all "get on" our cars at least occasionally, even though we "shouldn't", and basically nobody wants to have a weaker link than what our cars had originally. Any tips on which of these trannys to avoid, if any? I've pretty much decided to use the trans that I already have here; (AX 15) that is, unless I find a buyer for the AX, and a T5 that can be bought for about the same as what I get for the AX. But lately alternative transmissions to what Chrysler put our cars originally seems to be the "hot button"...... I'm sure that others probably have the same questions but haven't "gotten that far" yet. |
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| Author: | Dart270 [ Wed Jan 30, 2008 10:18 am ] |
| Post subject: | |
There is a TON of info on the internet about this. Try doing some Google searches and you should find all these answers. Lou |
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| Author: | volaredon [ Thu Jan 31, 2008 12:48 pm ] |
| Post subject: | |
Thanks
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| Author: | Sam Powell [ Sun Feb 03, 2008 7:08 am ] |
| Post subject: | |
The most important difference to you is the length of the input shaft. If it is too short, you are not going to be able to reach the pilot bearing with it. I don;t remember the mesurements now, but you must take the stock input shaft measurement, and add the .5 to .75" distance the adapter is going to add to things. You can move the pilot bearing out almost an i nch by mounting an adpater pilot bearing into the torque converter hub. This is something Mopar did in later years. Then look at specs, or do as I did and measure the actual tranny in a junk yard. There are yards now that pull these things and leave them on a shelf inventoried in their computer. My local yard let me go back and measure everything. GM's are the shortest. Fords are longer, and the 6 and 4 cylinder version were longer yet. If you find a 4 cylinder one you like, Tremec makes a heavy duty version of everything Ford installed as stock.You can buy an upgrade from them for about $1500. Or, you could call Keisler and order direct from them. Check with Red at Mcloud, and see if they have their modular bell housing done. If they do, then you can put any tranny behind any engine with their adapter plates and base bell housing.. Two years ago they were saying it would be done in 6 months. Soooo, it still might not be ready, but Red was hot on this back then. If it is available now, then you have a much wider range of choices. Sam |
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