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7.3 - T-5 Gearbox Conversion Information ( Paul Saltwick,  June 7, 2002 )

Here are a few bits I've found by the road. There are a couple of things
to consider about this conversion. Although there were dozens of different
T-5's, the one with the best shifter location is from the S10. Unfortunately,
most of the boxes were non-WC's fitted to 4 cylinder models, are rated for
less torque than a stock 4.2 and have first gears over 4.00:1. The later WC
boxes have a higher torque rating, but they have the Mustang shifter position.
I discussed this with a prominent T-5 builder and he explained why the S10
tail shaft housing cannot be fitted to the WC box. This is the value added to
the "kits", they are WC boxes with custom tail housing and shafts, and the
desirable 3.35 1st and 0.73 5th gears.

That said, there are a few things that you will need professional help with
to convert. The bell housing opening needs to be enlarged (my notes say
4.68") to locate the T-5. This is a critical step, the gearbox needs to be
centered to the crankshaft within a few thousandth's. After it is centered,
four lugs (mounts) need to be welded to the bell housing and drilled and
tapped. This is a one way trip for your original Jaguar bell housing. As an
alternative, you can buy a custom bell housings for the T-5 or Tremec for
$500-800. The input shaft needs to be removed from the gearbox and turned
down to 0.492" to fit the Jaguar pilot bushing (T-5's are 0.590" or 0.668").
You then need to have a new drive shaft made to mate the sliding spline yoke
of the T-5 to the Jaguar rear U joint. On the surface, it is an attractive
conversion when new Mustang WC T-5's are advertised everywhere for $1000, but
when you get into rebuilding used, under rated, truck boxes with the wrong
gear ratios, for more money, things look a bit different.


 

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