Just put a few miles on my T-5 conversion. Question for those with a T-5. I shifts fine except for 5th. When I try to shift into 5th the gears grind. In order to get it into 5th I have to let the engine RPM drop down to below 2000rpm. Any ideas. Thanks in advance.
I assume the T-5 is used if you are experiencing this problem because it is a VERY common problem with high mileage T-5s. Your 5th gear synchronizer needs replacing. I would just rebuild the tranny if you have to get that deep in it.
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1957 T-Bird
1966 Shelby G.T.350H
1966 Mustang Fastback Restomod under construction
What kind of fluid are you using in the T5? The T5 can be prone to shifting problems when using synthetic ATF. The 5th gear and reverse gear are on the same cluster shaft. The shaft is supported in the rear by the case of the trans. Over time, the rear mounting hole can become elongated (oval) allowing the shaft to no longer be straight, which can be a problem when shifting. GForce sells a support for the 5th/reverse shaft, which looks like a thick steel washer. If you have to rebuilt the trans, consider adding in this part as preventive (or actual) maintenance.
good luck.
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Rebuilding a classic mustang is a reality check on your individual state of perfection.
Just put a few miles on my T-5 conversion. Question for those with a T-5. I shifts fine except for 5th. When I try to shift into 5th the gears grind. In order to get it into 5th I have to let the engine RPM drop down to below 2000rpm. Any ideas. Thanks in advance.
Max
Interesting to hear your post. I just installed a brand new T5 built with a G-Force gearset (less than 500 miles), and I'm having the same problem. It shifts fine 1st-4th, but shifting into 5th grinds unless the RPMs are low. I'm also having problems shifting into Reverse.
Max, are you having problems shifting into Reverse, too?
[color:red]Does anyone know if 5th and Reverse gears are "linked" in some way?[/color]
Quote:
Originally Posted by 70sportsroof
What kind of fluid are you using in the T5? The T5 can be prone to shifting problems when using synthetic ATF. [color:red]The 5th gear and reverse gear are on the same cluster shaft.[/color] The shaft is supported in the rear by the case of the trans. Over time, the rear mounting hole can become elongated (oval) allowing the shaft to no longer be straight, which can be a problem when shifting. GForce sells a support for the 5th/reverse shaft, which looks like a thick steel washer. If you have to rebuilt the trans, consider adding in this part as preventive (or actual) maintenance.
good luck.
I guess I need read posts more carefully. 70sportsroof had already answered my question above. From his explanation, it seems like I'm having a problem with the 5th/Reverse shaft.
I'm not looking forward to pulling the trans... ugh.
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67 C code fastback - more pics
Paint & Body done 1/27/09
351w
Global West a-arms
Maier springs
Koni shocks
Baer disc brake system
alum radiator w/dual electric fans
G-Force T5
31 spline 9" w/3:50 gears
Azenis RT 615 225/50/16 front & rear
It grinds when I shift into reverse, unless I put the lever into first gear first. I have no problems with fifth or any other gear. From what I understand, T5's can be notchy into reverse even when they are in perfect working order. The fact my idle is 1000rpm probably does not help the situation.
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curious, i'have only grind in cold morning in reverse gear when i idle a little bit much.
otherwise i put 5th gear at 6000rpm without any problem, it shift better than ferrari!
otherwise i put 5th gear at 6000rpm without any problem, it shift better than ferrari!
Using one of those on line calculators, I put in a 25" tire and a 3.25 gear ratio and it tells me that 6000 rpm in a 1:1 fourth gear equals 139 mph/223 kph. That's a fast Mustang.
I assume the T-5 is used if you are experiencing this problem because it is a VERY common problem with high mileage T-5s. Your 5th gear synchronizer needs replacing. I would just rebuild the tranny if you have to get that deep in it.
What kind of fluid are you using in the T5? The T5 can be prone to shifting problems when using synthetic ATF. The 5th gear and reverse gear are on the same cluster shaft. The shaft is supported in the rear by the case of the trans. Over time, the rear mounting hole can become elongated (oval) allowing the shaft to no longer be straight, which can be a problem when shifting. GForce sells a support for the 5th/reverse shaft, which looks like a thick steel washer. If you have to rebuilt the trans, consider adding in this part as preventive (or actual) maintenance.
good luck.
I filled it with mobile one synthetic ATF. The transmission has 80 miles on it since received it from JMC. Going to call them tomorrow and speak with them.
Do I have to do anything special to switch from ATF to dextron III. If the tranny is new is this switch worth trying, or should this problem be here in the first place?
Not to worry. I bought a new T5z and it does the same thing. No synchros for reverse and I believe 5th too. Have to shift into some other gear before shifting into reverse and I have to wait a second or two before shifting into 5th.
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Tracy Blackford
Anaheim, CA
65 Mustang FB, 331 custom built with 289 H beam rods and 383W piston, 282S cam, self ported '70 351w heads, Dougs Tri-Y headers. 1.7 shaft rockers and 26986 beehives. Hurricane Single Plane and custom 750 HP. T5z and 3.50 9" posi rear. 430 HP @ 6500...not too shabby for old school heads!
sees like it will pretty inconvenient and distracting on track days. is this how it suppose to be or is it defective. my warranty runs out this coming week, wondering if it is worth the trouble to try to get a warranty replacement.
Not to worry. I bought a new T5z and it does the same thing. No synchros for reverse and I believe 5th too. Have to shift into some other gear before shifting into reverse and I have to wait a second or two before shifting into 5th.
That doesn't seem normal for a new transmission to have shifing problems into any gear. It doesn't make sense for the engineers to design a transmission that has known shifting problems when it's fresh from the factory.
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67 C code fastback - more pics
Paint & Body done 1/27/09
351w
Global West a-arms
Maier springs
Koni shocks
Baer disc brake system
alum radiator w/dual electric fans
G-Force T5
31 spline 9" w/3:50 gears
Azenis RT 615 225/50/16 front & rear
About a year ago we had an extensive thread on synthetic versus non synthetic ATF for the T5 trans. I talked with numerous shops over the phone and researched articles. The most telling observation is from the race circuit, where all but one interviewed pit team for cars using a T5 said that they do not use synthetic ATF. One driver explained that with synthetic, trying to shift into 5 was like hitting a wall. The explanation is that the material used on the synchro rings needed a little bite into the ATF in order to operate. The redline was just too slippery.
I drained the Redline synthetic and went with a top grade natural ATF and the shifting improved. I also realigned the clutch fork/clutch slave cylinder push rod connection. Between the two of them, my problem went away.
If you are running a hydraulic clutch linkage, if you don't put a special cone type bushing over the rod and into the pocket of the clutch fork, it is possible for the rod out of the slave cylinder to go through the hole in the clutch fork end, which gives you too short of a stroke when operating the clutch. Consequently, the clutch does not fully disengage. This makes it hard to shift in 5th and reverse.
At that time, I was shifting into first before going into reverse. The shift into first was to spin the synchros to get them easier to engage when going into reverse. It worked.
Yes, I'd take it in for a warranty inspection adn possible repair before the period expires.
good luck. The tech folks on the phone are helpful, as is Bruce(?) at modern drivelines.
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Rebuilding a classic mustang is a reality check on your individual state of perfection.
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