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I need to reply here as there is a some misinformation that should not be passed on. Not in any particular order.
Regarding the T5.
Very popular now for replacing the M46 and M47 in turbo 240s and 740s due to higher power carrying capacity, preferance for 5th gear compared to overdrive, comparatively low cost, and ease of repair and replacement of parts.
See www.fordmuscle.com for more info on the T5 trans.
Pilot Bearing
We are generally talking about 92 and earlier T5's from the mustang - there are a lot of others with different input shafts, shifter positions, etc.
There are essentially two trans in this catagory, one from the 2.3 four cyl and one from the V8. The 2.3 will fit into the Volvo pilot bearing, althought the shaft tip may be a little long. The V8 trans has a larger diameter pilot and needs to use the ford pilot bearing - an exact fit into the end of the Volvo crank - no adapting necessary.
Throwout Bearing.
You have to use the ford bearing because of the larger diameter of the T5 shaft.
For cable clutch cars we have adapters for the clutch fork that allow it to mate with the ford TO bearing. For hydraulic clutch cars we can modify the clutch fork to fit.
Clutch Disc
The ford 2.3 disc is 8.5 inches and will fit. We have high performance discs for
those needing to transmit significantly more power than stock.
Adapter Plate
Our adapter plate allows the T5 to be bolted right up to a B18/B20 bellhousing.
We have them in stock. We have slightly different plates for the 240/740.
Shifter location
With our adapter plate ( 3/4 inch thick ), the shifter comes out in what is the stock location on an 1800E/ES, some 140s and the 240. This would be about an inch forward of the shifter location of a 122 that came with overdrive.
Slider Yoke
This fits into the tailshaft of the trans and attaches with a universal joint to the driveshaft. Let the driveshaft shop that will be modifying or doing a new driveshaft handle this, but be carefull on the diameter and clearances with the end of the trans tunnel. Most are doing one piece shafts but there could be
clearance problems on some cars.
Trans tunnel mods.
Although I cannot say that it cannot be done, our conclusion is that you really need a larger trans tunnel for the T5 than is in any of the early cars, an exception may be auto trans cars which had wider tunnels. Just getting the trans in is not the only issue. There has to be some room for movement, provision to service the trans, room for the tailshaft and slider yoke to driveshaft universal joint. We also like to be able to remove the trans without having to take off the bellhousing off with it. None of these are a problem on the 70 and up cars with wider tunnels that are essentially 14 inches wide verses 9 inches. On the early 1800s that we have put the T5 in, we have installed the trans tunnel from an 1800E or ES.
Toyota Trans
There are a number of different Toyota trans that can be used. Generally in the US being from the rear drive Corolla, Celica and Supra ( except twin turbo ).
As some of these are quite old, there is an availability problem in many parts of the country - the same is true for parts. The one used in the Dellow kit for the ( W50?) is an old steel case trans, very heavy and with no greater power handling capacity than the M40/41. The T 50 is a much lighter, more modern trans but is harder to adpat as the bellhousing is the trans front bearing carrier, often modied and used in small racecars. The most popular, and most readily available in the US is the W55,56,57, and 58 series from the Supra (also some 2 WD trucks). This is the trans used in the Dellow kit for the 240.
Being a different shape than the T5 this trans may work better in a 122 than the T5 but other parts - throwout bearing, pilot, cutch disc - make the swap more complicated than the T5. We have can make adapter plates for it, but are not yet offering it and other parts to facilitate this swap into a 122 until we do a little more work.
The reason we are offering these trans swap products ( not complete kits ) is that I needed better transmissions for my cars and at the same time customers were not satisfied with the alternatives available.
Please let me know if you have questions.
John
V-Performance.com
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