As soon as we got to our hotel in Lucknow the Mustang was parked right outside the lobby all covered up. I'm also using the stock '51 Merc throw-out bearing.Let’s get to heart of the matter, the Ford Mustang. This requires a 1" thick adapter (because of the 1" longer input) that fits any '49-'53 Ford/'51-'53 Mercury car narrow pattern 4-bolt bell housing, available from Modern Drive Train and maybe others. I think '87-'93 Mustang T-5s have the same length inputs and bolt pattern. I am using a '89 Mustang T-5 with an S-10 tail housing behind a '51 Mercury bell. There are some direct replacement diaphragms that bolt to Long pp patterns.īelow is the Merc bell and 1" adapter (MCF in my case) A common off the shelf 10.4" diaphragm will bolt to any '49-'53 Mercury flywheel or aftermarket with the B&B bolt pattern. (Ford hasn't used the Long since the '70s-is that "vintage enough?) Less pedal effort and lower price are two main advantages. You also may want to re-think using the truck 11" pressure plate a modern diaphragm is a much better choice than the obsolete Long style.
The Mustang input spline is 1 1/16 x10, not the truck 1 3/8" x10, so a different clutch plate will be needed.
#Mustang t5 transmission full
I'm not sure of the depth comparison between the truck 3" 1/2 bell/hogs head combo and the car full bell housings, something that directly relates to the intended trans input length. I'm also using the stock '51 Merc throw-out bearing. I know this wont answer all your questions, but hopefully it helps narrow down your choice a bit.Ĭlick to expand.I am using a '89 Mustang T-5 with an S-10 tail housing behind a '51 Mercury bell. I should have kept the 4:11 in the rear or used an s10 trans with the more truck like ratios. Way overgeared, I rarely used 5th gear, as I was pushing the brick of a pickup thru the wind and 5th would have me starting at 80mph or so. I built a rear axle with 3:54 ratio and used the t5 with. I dont know what car you are building and what the end use is, but gear ratio choice is something to look at. The t5 input snout fit the flathead pilot bushing which was nice. I used the throwout bearing and housing from the hogshead as well, however the ID is bigger than the OD of the input shaft housing on the t5, which is good, I was able to machine a piece of oil impregnated bronze to press fit in the ford throwout housing and hone it to a slip fit on the t5. I used a hogs head as well, but I just used the clutch disc for the year mustang that the trans was from along with the ford pressure plate. I dont remember what the output spline count was, however I had the yoke for the trans already and needed a custom driveshaft built anyhow, so the stock seal and yoke were retained. I used a t5 from a 89-90 mustang along with a tail housing from an early 80's s10 so I could use my original speedo cable. I built an f1 pickup with a t5 a few years ago, there are a few picks in an album on my profile page. Can a swap the seal on the T-5 to a larger one to use the existing yoke? Is there a problem with extra length on the yoke? 090" larger in outer (barrel) diameter and is longer.
The police interceptor and T-5 both use a 28 spline shaft, but the slip yoke on the PI is. The transmission is the one element of this which I have not purchased, so which T-5s fit the best? I have read that not all Ford T-5s have the same input shaft length and pilot bearing. My alloy driveshaft from a police interceptor (2000, 4R70W transmission) My 4-speed hogshead (from the same truck) which swallows the big pressure plate and has a bolt pattern common with a Ford T-5, which will also share 10-spline connection with the clutch My aluminum flywheel (steel insert) with 11" pressure plate and clutch from a 50 truck I want to keep my conversion as vintage and as Ford as possible, so my plan is to use: I find lots of posts regarding the T-5 from the S-10, but few about the Ford T-5, so I need some help!
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