$1000 Challenge - Page 3 - Vintage Mustang Forums

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post #31 of 147 (permalink) Old 01-08-2013, 10:20 AM
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I have the Randall's rack on my car if anyone needs info/pics from it.

Fitting 315's on the '66
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post #32 of 147 (permalink) Old 01-08-2013, 05:56 PM
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Quote:
Originally Posted by yellowoctupus View Post
I hear various things about the 3.8 T5 being rated for 300/265ft/lbs, it's just in second gear that you're limited, etc.

I spoke with a engineer from Tremec. The 3.8 T5 is really 300#. The only difference between a 5.0 T5 is slightly different gear ratios. He told me torque ratings are ambiguous. The same trans could have 3 different ratings depending on who's using it for what application. He also said that all the left over 3.8 T5's were sold to various Mustang parts vendors who then swapped the input shaft and sold in the conversion kits at the time.

Tom

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post #33 of 147 (permalink) Old 01-08-2013, 06:43 PM Thread Starter
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Quote:
I spoke with a engineer from Tremec. The 3.8 T5 is really 300#. The only difference between a 5.0 T5 is slightly different gear ratios. He told me torque ratings are ambiguous.
Got my vote Time will tell how well an old used junkyard trans holds up regardless of their initial torque ratings. Somebody had been doing some serious off roading with this car too, the trans was COVERED in mud when I pulled it.

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
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post #34 of 147 (permalink) Old 01-09-2013, 11:46 AM
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the T5's used on the 3.8 V6 and 94 and up V8's have a longer input shaft and deeper bellhousing than the 93 and older V8 T5's. I see your shifter lined up okay with the hole in the floor. Did you have to move the engine or is it using stock motor mounts? I have a 65 with a 289 toploader 3 speed and I am collecting parts to swap in a T5. I have a 94 V8 T5 and was thinking I would need to swap the input shaft for the shorter one.
Thanks

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post #35 of 147 (permalink) Old 01-09-2013, 12:03 PM Thread Starter
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My engine is bolted in place with '69 Mustang frame and engine mounts. No modifications necessary to get trans to line up like that. From what I understand, the bellhousing/input shaft is 3/4" longer on the '94 and up T5's to get the shifter to line up with the sn95 body shifter hole.

Even if it WAS off by 3/4" I think I (personally) would just trim the tunnel, since it's covered by a big rubber boot anyways before swapping parts around inside a transmission.

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
Build Post (Here on VMF) ---- Build Post (On HybridZ)

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post #36 of 147 (permalink) Old 01-09-2013, 12:06 PM
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I have a T5 in mine from an 91 mustang. I had to trim the front of the tunnel to get it to clear. I think the SN trans would have fit perfect in my coupe.

These cars all vary a little bit.
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post #37 of 147 (permalink) Old 01-09-2013, 03:19 PM
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that's cool! I was thinking I needed to swap the input shaft. I had the longer bell-housing too but I sold it thinking I needed the shorter one. Oh Well...
Thanks guys

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post #38 of 147 (permalink) Old 01-10-2013, 09:24 PM Thread Starter
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351w + GM Style HEI??

Does anyone know if a GM style HEI unit will fit under the hood for this project? (65+351w) I'm not too worried about it hitting the intake, as I'm running the stock Bronco intake for now, but the hood clearance has gotta be close, it looks pretty tall from all the pictures I've seen.

I would have used the stock electronics for spark, but it has the elusive computerized Duraspark III which is way more hassle than it's worth if I could get it to work at all.

For $50 shipped, it seems like it would be worth a try, but if somebody else has crashed their hood on one of these units already, then I wouldn't waste my money in the first place. (they're all over eBay, search 351w HEI distributor)



**FYI** The unit is roughly (from an eBay member I emailed) 9.5" from the block mounting face to the top.

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
Build Post (Here on VMF) ---- Build Post (On HybridZ)


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post #39 of 147 (permalink) Old 01-12-2013, 01:38 AM Thread Starter
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Oh, and before I lose this piece of scrap paper AGAIN...the clutch pull on a 95 5.0 T5 is 1.75".

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
Build Post (Here on VMF) ---- Build Post (On HybridZ)

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post #40 of 147 (permalink) Old 01-13-2013, 02:22 PM
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t5 ??..

the v6 trans i know is less torque#.. but i didnt realize that it would work on a "shorter" fox bellhousing.. i know that the SN v8 T5 is longer input and thus a shorter bellhousing to compensate.. this package will bolt onto any other sbf..

are v6 Sn length transmissions?? or fox length? from this thread it sounds like fox but i thought it wasnt that

i HAD a v6 trans here -- definitely was t5-- had NO speedo drive was electronic- input shaft looked weird. i never tried it on a SBF bell and sold it as for most older cars they want a speedo and i didnt want to mess with a conversion for that-- and someone offered me 300 so i sold it..

IF there is a v6 trans that bolts onto a fox bell and has a speedo drive id like to know what year exactly to look for one

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post #41 of 147 (permalink) Old 01-13-2013, 04:59 PM
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If you have a duraspark III you can use a hei module for spark- just search the web. I took a failed dura spark module and removed the guts and installed a hei module on a large homemade copper heatsink- plugs in just like the duraspark (uses the same wiring). John

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post #42 of 147 (permalink) Old 01-13-2013, 08:56 PM Thread Starter
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John, I can find plenty of DSII to HEI conversions, but not any DSIII yet. I thought the HEI units needed to have mechanically controlled advance curves? (Vacuum + centrifigual). My DSIII distributor has no advancing capability, it's only job is spark distribution. Any help on how this would work would be appreciated.

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
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post #43 of 147 (permalink) Old 01-13-2013, 10:38 PM
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I've never seen a Duraspark-III. If they exist, I imagine they are pretty rare. I believe the EEC-III took over timing and advance curve in the early 80s.

I just converted to Duraspark-II. Incredibly easy starting now. Idles nice and smooth even with my cam. I stayed Duraspark so I could always buy a replacement module at any parts store.

Last edited by 88cougargt; 01-13-2013 at 10:41 PM.
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post #44 of 147 (permalink) Old 01-13-2013, 11:12 PM Thread Starter
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This has some explanation + a rough diagram showing components.

Automotive Questions and Answers -

CP in the diagram is crank position sensor.

EEC-3 had two different modules, feedback carburetor and central fuel injection. Unfortunately, I have a EEC-3 feedback carburetor style.

From what I understand, there's basically nothing I can do with those parts unless I go to MegaSquirt it and just use the distributor to distribute spark someday.

1965 Coupe, 351w + T5 -------- 1978 280z, 4.6 DOHC + T45
Build Post (Here on VMF) ---- Build Post (On HybridZ)

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post #45 of 147 (permalink) Old 01-14-2013, 09:15 AM
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Quote:
Originally Posted by fonebooth View Post
t5 ??..

the v6 trans i know is less torque#.. but i didnt realize that it would work on a "shorter" fox bellhousing.. i know that the SN v8 T5 is longer input and thus a shorter bellhousing to compensate.. this package will bolt onto any other sbf..

are v6 Sn length transmissions?? or fox length? from this thread it sounds like fox but i thought it wasnt that

i HAD a v6 trans here -- definitely was t5-- had NO speedo drive was electronic- input shaft looked weird. i never tried it on a SBF bell and sold it as for most older cars they want a speedo and i didnt want to mess with a conversion for that-- and someone offered me 300 so i sold it..

IF there is a v6 trans that bolts onto a fox bell and has a speedo drive id like to know what year exactly to look for one
SN95 transmissions are SN95 length, regardless if they are V8 or V6. The earlier transmissions (maybe only 94-95, but possibly upto 98) had a sensor that plugs in where the cable goes. You should be able to remove the sensor and plug in a standard cable. (I haven't tried on mine yet, so I can't vouch for it.)

The 94-04 V6 had the same transmission bolt pattern as the SBF. As for torque ratings, the difference between the V6 and V8 versions varies depending who you talk with. The V6 version is sufficient for most mild street applications.

Chuck



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