Transmission / Overdrive: Possibly useful T5 info

[oldejack]

Ford case T5's traditionally has a short input shaft. Except for the 94-98 (SN95 model) which is ~5/8" longer... Oddly, those years also use a 26 spline clutch.
I'm thinking it may be a GM input shaft in a Ford case. Would the longer input shaft be enough to get the pilot shaft, with a sleeve to adjust diameter of course, well and truly in the pilot bushing?
I'm not impressed with extending the pilot bushing and adding lightness by shortening the hollow sleeve would be a stronger end result.

[PackardV8]

Short answer, not a GM shaft in a Ford case. FWIW, most older Ford transmission input shafts were either a big block 6" or small block 6.25". The Studebaker is 7.50". Adding .625" to either still requires an extended pilot bearing.

There are three lengths of Ford T5 input shafts.
83-93 V-8,
94-04 V-6 /94-95 V-8, - .6875" longer than the 83-93 V-8.
4-cyl. - .25" longer than the 83-93 V-8 shaft and has a different diameter pilot bearing

From left to right are the six T-5 input shafts—Chevy S-10 14-spline, Chevy S-10 26-spline, 2.3L four-cylinder Mustang 10-spline, 3.8L and 5.0L Mustang 10-spline, 3.8L and 5.0L 10-spline 1994-2004 Mustang, and the Camaro 26-spline. The 1994-2004 input shaft is longer due to shifter placement in the SN-95 Mustang, which calls for a specific bellhousing that is deeper to move the transmission aft.

jack vines

[WCP]

If you eliminate the T5 adapter by welding upper mounting "ears" on the V8 bell housing, and reducing the diameter of the input shaft bearing carrier to match that of the bell housing, the 83-93 T5's will engage with the V8 crankshaft. This allows the use of the Ford pilot "roller" bearing without it's carrier. It is a nice .001" interference fit in the crank pilot bore.

[wittsend]

The GM T-5 went to the traditional Ford mounting pattern in1993. So,if you are seeing a Ford bolt pattern and suspecting a GM input shaft ... .

"All 1993 and up GM cars with the T-5 used the Ford bellhousing bolt pattern, and not the earlier GM pattern. The 1993 and up GM applications were limited to V-6 Camaros/Firebirds, as the option was not offered in the V-8s. You can identify these transmissions by the 26-spline GM input shaft with a Ford bolt pattern."

Top of page from a Google search word: t-5 ford bolt pattern gm

[DougHolverson]

So how badly or not would these V6 trannies stand up to stock Stude V8s? And what 5-speeds did GM use on their '93 and up V8s?

[PackardV8]

The T5 is at least as strong as the T86 used behind so many Stude V8s.

jack vines

[wittsend]

So how badly or not would these V6 trannies stand up to stock Stude V8s? And what 5-speeds did GM use on their '93 and up V8s?

My understanding is that GM never put a T-5 behind a 350. It was only used behind a 305. The T-56 was used behind a 350. So, what they used depends on the engine. Do note that as stated above the '93 and up used the ford bolt pattern. The typical torque ratings for a T-5 is from 240 ft. lb. for the 4 cylinder variety to about 330 ft. lb. in their aftermarket trans. . That said I know many who use the T-5 in Sunbeam Tigers mostly sourced from Chevy S-10 trucks (I believe 265 ft. lb. rating). And in theory it might be under rated in those application depending on the engine build.

I'd think for a mild engine under 350 CID (250-280 HP) and "normal" driving most of the T-5's would be fine. It is when you are pulling heavy loads up hill or dumping the clutch that one runs into trouble. It is the guy who puts nitrous on his Mustang and does high RPM drag starts that typically calls the T-5 "junk."

The internet is packed with information on the T-5 and should be a 'first source' for general information. There are oddities like the Ford 94-95 lengthened input shaft, the "tilted" Camaro T-5's among many other issues one should know about. As to sourcing one reasonably the preferred models are World Class Mustang trans from '86 to '93. The problem I've found is that a '93 transmission is nearly 24 years old. And even in a large drawing area like Los Angeles finding any Mustang older than '98 (much less one that isn't an Automatic) in a self serve yard is next to impossible. A Pick Your Part sale would cost about $150 out the door (if you ever found one). Craiglist T-5's seem to go for about $300-$500+ and are likely in similar condition. Otherwise you are looking at about $1,300+ for a rebuilt one and possibly a core charge on top of that. Update: fastjohn in post #9 just presented a new one at Summit for $1,750.

Where as the overdrive 5th gear is nice to have (I have one in my Turbo Pinto) it needs to be weighed against the mileage one drives and recouping the cost. Of course if money is of no or little object then enjoy. It is just that the used T-5 is not as readily available as they use to be and often are well worn. And installing one to a Studebaker engine requires further complications and expense. Proceed with knowledge and caution.

[DougHolverson]

Hey, another turbo Pinto guy! :3 I need to get mine back on the road.

[fastjohnll]

https://www.summitracing.com/parts/FMS-M-7003-Z/

[64Avanti]

T5 transmission

The T5 is at least as strong as the T86 used behind so many Stude V8s.

jack vines

Which is to say if you drive your car hard you will break it eventually. If you have had good luck with a T86 then it should be ok.

[capwombat]

Merry Christmas, folks. This thread is of great interest to me, as I just acquired a '58 Transtar w/a 259 and 3-speed (no overdrive), and am planning to upgrade to a T5 w/floor shift. Any recommendations for a specific shifter to use? (I understand I want the S-10-configured transmission, to keep the shifter mount as far forward as possible). I am planning to keep the bench seat.

[Alan]

Cap, You would be best off with the 94-2004 Mustang T5 and turning down the throw out bearing collar register. The S10 is not world class, the gear ratios suck and it is a lot weaker than the Mustang. It will position the shifter slightly farther back than the S10, but you can make a S shift handle that will clear the seat.

[capwombat]

Thank you, Alan -- good info. So no need to change the tail shaft from the Mustang T5? The setup I'd been considering before seeing your post is this one: https://www.ebay.com/itm/CUSTOM-MADE...dX6~ab&vxp=mtr

[JoeHall]

Thank you, Alan -- good info. So no need to change the tail shaft from the Mustang T5? The setup I'd been considering before seeing your post is this one: https://www.ebay.com/itm/CUSTOM-MADE...dX6~ab&vxp=mtr

IMHO you would be downgrading by going to a T5, when you could go to a T85/89. The latter is a 3 speed OD, much easier to install because it was made for Stude V8 trucks, and is comparable to a T-10 in strength and durability (the synchronizer rings interchange). It is basically a 5-speed, with 3rd and 5th shifted electrically.

Put another way, if the T5 is only a little stronger than a T86, it is not up to the chore behind a Stude V8 in a truck. However, the T85/89 is more than up to the chore. Unless you run it without oil, you will never tear it up.

[Alan]

cap, Keep looking, those are way over priced. The last Mustang tranny I bought from a 95 that I put in my sons 83 Merc Capri cost $500 and I thought that was too much money.