Need advice T5 adapter to Flathead

Kahuna said:
J
Is there a way for a dummy like me to determine the differences at a glance for a NWC and WC?
Thanks
Jim
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That big round plug on the front of the trans that is about the size of a Coke can....if its got a smooth flat face and has the appearance of a freeze plug it is the earlier NON World Class.....whereas the World Class plug looks like it has a little ring around its edge and a slight indentation in the center.
 
I have a Mustang T5 with a .68 overdrive that I plan to put behind the 59A in my '46 Mercury. I also have a T5 from a '93 S10 with a .76 overdrive (both are WC). I would like to get my cruising RPM a little higher. My rear ratio is 3.70 and changing to a lower ratio is not an option. Any lower makes my 1st gear almost unusable. My question is, would the .76 OD from the S10 interchange onto the Mustang transmission?
 
Noswal said:
I have a Mustang T5 with a .68 overdrive that I plan to put behind the 59A in my '46 Mercury. I also have a T5 from a '93 S10 with a .76 overdrive (both are WC). I would like to get my cruising RPM a little higher. My rear ratio is 3.70 and changing to a lower ratio is not an option. Any lower makes my 1st gear almost unusable. My question is, would the .76 OD from the S10 interchange onto the Mustang transmission?
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They probably fit. Like I said earlier, the gear ratio between the input shaft and the cluster gear as a direct bearing on what the OD ratio turns out to be. Best to count the gear teeth on the driver and driven to see if they are not the same anyways. If you decide to change it, your going to need a really good snap ring expander. The one holding the driven gear onto the output shaft is a real bear to get off and on.
 
Ok, now I'm having my transmission guy change the gearing in my T5 to match what a SVO is (3.50 first etc). Glad I'm doing this now instead of after its running. Having rear end gears changed from 3.48 to 3.62 as well. Thanks for info threw out this thread guys. Been helpful to me and hopefully to others in the future.
 
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Camaro/Firebird T5's are rotated towards the driver, so I kind of doubt it. Might physically fit, but would be way over on the passenger side.
 
gtopillado said:
I bought a shifter that was for a Mustang/Camaro and it won't fit on my S10 style T5. S10 has smaller square.
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Mustang is different than Camaro, so it makes sense it wouldn't fit. Mustang is a longer rectangle but Camaro is closer to being square.
I see some Ebay ads saying "S10 / Camaro" and was looking for confirmation that it will fit.
 
Camaro and S10 side by side.
 

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Ross F-1 said:
Camaro/Firebird T5's are rotated towards the driver, so I kind of doubt it. Might physically fit, but would be way over on the passenger side.
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The Camaro T-5 leans only because of the 17 degree tilt built-into the bellhousing. The reason is so that the shifter will be more ergonomically accessible (easier to reach). Camaro and S-10 shifters will interchange. The shifter opening is the same on both tailshaft housings. DD

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One more thing to keep in mind for those that have not swapped one of these S-10 tailshaft housings yet. You will also need to use the S-10 trans shifter / cover which has the SHORT shift rod to work along with the forward S-10 shifter location. DD
 
Just a tidbit of info for guys looking at trans gearsets and rear end gears. You should try to get to a combined first gear ratio as close as possible to 12:1 by multiplying first gear and rear end ratios. Yes, tire size matters, but gear ratios matter even more.

For example, a 4.03 first gear T5 combined with a 4.11 rear equals 16.56:1 which is granny-gear territory.

I was running a 2.95 first with a 3.25 rear (9.59 combined) and I had to feather the clutch a bit to get started off the line almost like I was starting in second gear.

I've found the middle gearsets in most T5s to be fairly close, but the other thing to focus on is the overdrive ratio when combined with your rear end. A combined final drive ratio that's too high is pretty much as useless as a granny gear. I'd say anything less than 3:1 final drive is hard for a low-hp engine to lug on the highway unless you're driving on long flat highways at high speeds.

Of course, engine torque and rpms play a role and everything ends up being a compromise, but the basics should be looked at to avoid costly and disappointing mistakes.
 
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Mike51Merc said:
Just a tidbit of info for guys looking at trans gearsets and rear end gears. You should try to get to a combined first gear ratio as close as possible to 12:1 by multiplying first gear and rear end ratios. Yes, tire size matters, but gear ratios matter even more.

For example, a 4.03 first gear T5 combined with a 4.11 rear equals 16.56:1 which is granny-gear territory.

I was running a 2.95 first with a 3.25 rear (9.59 combined) and I had to feather the clutch a bit to get started off the line almost like I was starting in second gear.

I've found the middle gearsets in most T5s to be fairly close, but the other thing to focus on is the overdrive ratio when combined with your rear end. A combined final drive ratio that's too high is pretty much as useless as a granny gear. I'd say anything less than 3:1 final drive is hard for a low-hp engine to lug on the highway unless you're driving on long flat highways at high speeds.

Of course, engine torque and rpms play a role and everything ends up being a compromise, but the basics should be looked at to avoid costly and disappointing mistakes.
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This info is very helpful, thank you for posting. Makes me even more secure with gear ratios I've picked. 3.5 first gear (12.67:1) and .8 fifth (2.89:1) with rear end at 3.62. My Flathead isn't stock so it's got enough grunt for 5th.
 
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