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The only reason i had for going to a T-5 was for the increased torque and horsepower loads that it could hold - which need to be around 250-300 for both. Otherwise i would have used the perfectly good D-type or J-type trannies that i have in my garage. Would not be worth the expense if the extra power didnt necessitate it - a T-5 tranny new costs a cool grand, i picked up a rebuilt one for $400.
The following are answers to your other questions:
"Yoke for the drive shaft... I assume you shortened the fron section of thedrive shaft and installed a conventional slip jont and yoke. What disk did you find that works?"
yes on the driveshaft, yoke and clutch disk are both ford type, make sure you get the diameter that fits the volvo (8.5?) I got this from john parker @ v-performance - as well as the T-5 adaptor for the bell housing, he can give you more of an informed opinion about all this than i ever could.
"Pilot bearing .. I assume I can turn, drill and ream one to fit from oilite bronze."
Yes thats what we did, its not a ball bearing type, just a ring type, bb not necessary since all it does is hold the input shaft in place.
"I lost ya on the fork. Is this a trans shifter part? This I would be especially interested in a picture of!!"
I lost myself (and my mind) on this whole project a long time ago. I dont know what its called but its a cylinder that the input shaft goes in and is slid in and out when you move the fork. It pushes on the pressure plate and allow you to disengage the trans from the engine to shift gears. The old cylinder was too short so we got another, longer one of the right diameter (from a truck , dont know the model or year). Put a second lip on it and . . . . yeah you know what i'll just take a picture of it and post it.
"Tranny mount. I assume the T5 mount will be farther back than the M40 mount and maybe a little lower?"
No idea the T-5 looks longer but , will let you know about fitmant issues when i find out, hopefully this week.
best
ozzi
'67 220
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