There are a several transmission options on the market when information technology comes to overdrive transmission trans swaps in archetype Mustangs, just our favorite for street and mild autocross and runway use is the good 'olTremec T5 for engines with less that 450hp. That'due south non only considering they enjoy a long history of being reliable and lasting a well-nigh forever when properly cared for, but just as importantly, they actually fit. T5s are fairly compact and circular-cased transmissions, so they will tuck right upwards into any Mustang from 1964 ½ to 1973 with no cutting or permanent modification required.
The T5 bandy has been effectually since at to the lowest degree the 1990s, and then there are several companies that offer kits, with some wide variation in quality and components. Another problem, as anyone who has looked into exactly what information technology takes to swap a mod overdrive manual into a classic Mustang will quickly detect, is that there is no such thing as a truly spread-out, everything-you-demand parcel. Sure, there are a couple that get somewhat close and provide perchance eighty-ish percent of the necessary parts, just that final 20 pct or so can exist a real pain to source because those pocket-sized parts will come from various companies.
Starting with an American Powertrain T5 swap kit every bit the ground, and working with skilful Mustang technicians at Mustangs Etc in Van Nuys, CA, thePinnacle Racing parcel are beingness trial fit to ensure as easy and straightforward of an install as possible. The starting time available kits will exist for small block powered (289, 302, 351W) 1967-1968 Mustang and Cougar, with 1964 ½-1966 and 1969-1970 following soon later on. If there is meaning demand, big-block kits may come later.
We should exist clear — these kits aren't intended for those that like to piecemeal things together, junkyard hop, or eBay and Craigslist browse. These kits are intended for those who want a single part number kit with all brand new, brand proper noun parts.
Could you slice the aforementioned kit together for less?
On top of all of that, everything in these kits is 100-pct bolt-in, meaning yous could swap dorsum to stock if you ever wanted to. That's a bonus for our '68 test car, considering if a few years from now my mom is still enjoying her Mustang, but shifting that clutch is starting to get a problem, information technology can all exist pulled out to put the C-4 back in information technology. We kept all the parts, simply in case.
Scroll through the slideshow below to see how our T5 installation went.
American Powertrain includes all the parts necessary to bandy from motorcar to transmission pedal assembly, like a Scott Drake clutch pedal. As for the brake, you tin can retain your original automated pedal and just trim the pedal pad to manual size using the new manual pedal rubber pad as a template (the pedals are otherwise identical, and the trimming does not affect structural integrity), or pick up on OEM original like the reconditioned one.Since information technology's very tight under the dash, it's a good thought to bench prep the pedals earlier installing them. For our hydraulic clutch we need to mountain a rod stop included in the American Powertrain hydraulic begetting kit. The lower mounting hole on our Scott Drake pedal required a little opening up for this.This smooth shoulder on the bolt will provide the surface for the rod end that will be starting bespeak of the linkage that the clutch master cylinder will thread into.Hither's the assembled clutch pedal fix to go under the dash on the new roller bearing shafts.Regardless of the original transmission, all '67-'68 Mustangs accept circular spot on the firewall beneath the restriction primary cylinder for clutch linkage. On automatic cars like ours, the center needs to exist tapped out. Be careful not to deform the firewall.However, rather than linkage in that spot, nosotros're mounting a Wilwood clutch master cylinder on this very cool billet aluminum adapter from American Powertrain. The adapter is designed to position the main in such a manner to mimic the bending of the rod for the factory linkage. Doing this maintains correct geometry with the pedal and eliminates the possibility of side loading the piston in the primary cylinder. The adapter uses a backing plate that sandwiches the firewall for increased strength, and it makes a perfect template for mark the holes to be drilled.Here's the view from under the nuance with the principal cylinder installed. The backing plate/template will prevent the firewall from flexing.With the pedals installed, the rod cease on the clutch pedal tin can be attached to master cylinder rod. The pedal height can besides be adjusted here via the linkage. This is likewise where nosotros'll gear up the pedal cease with the jam nuts to ensure that the begetting is non overstroked once nosotros have everything installed.If you have stock brake master cylinder and brake lines, there should not be any clearance issues with the clutch master cylinder. Even so, if you take a custom restriction kit, there could exist some changes necessary. For the states, our Wilwood proportioning valve needed to exist relocated to the other side of the brake chief cylinder.The Wilwood clutch chief cylinder uses a remote reservoir, and so it needs to mounted to a user-friendly place on the firewall. Just to the left of the master cylinder should be ideal for nearly cars and provide easy filling. While it needs to exist elevated to a higher place the main cylinder and bearing for haemorrhage purposes, subsequently it's fully bled information technology can be mounted lower.When it came to picking out the clutch for this kit, we wanted to hit down the middle with a clutch that maintained excellent drivability with a stock pedal feel and easy engagement, but with the ability hold big horsepower and some aggressive driving and clutch drops. Centerforce'south renowned Dual Friction kits are perfect for this. The Summit package even includes ARP clutch encompass bolts (not shown in this pic), and the correct pilot bushing is included with the American Powertrain parts.And then hither is where we need a bit of math to make certain we set the hydraulic bearing correctly. We need the exact altitude from the bellhousing face to the peak of the clutch fingers. Utilize a straight edge, or a skillful piece of flat plate, to mensurate to and write the number down; you lot'll demand it.No used junkyard transmissions with questionable history here; Tremec T-5. Those who know their trans specs will note that this T5's torque rating is lower than our 408W produces, but we know from experience that they will live a very long time at our ability level, provided difficult launches on slicks aren't in the cards. With the throwout begetting on the input shaft, we need to measure from the face of the bearing to face of the trans where the bellhousing seats against it. Ignore our shims in this pic; we were already mocking up.What we need is a .150-.200 clearance to the fingers, so using the stack of shims provided in the American Powertrain kit, we stack until nosotros detect the right number. The formula we need is; (Bong to fingers) – (Bearing face to trans confront) – (.150) / (.054 thickness of Ford shims).After establishing that, the begetting is indexed with a stud that replaces one of the forepart bolts on the T5. The pressure and bleeder lines are routed out through the original clutch fork window in the bellhousing. Speaking of bleeding, the system should actually exist bled without even using the bleeder line; it'due south for -worst case. American Powertrain is dainty enough to ship the bearings fully bled, and so basically all y'all have to do is slowly depress and lift the clutch pedal for a few minutes to push air out through the reservoir. It really is that piece of cake!The stock T5 shifter isn't too bad, but there is a lot of room for improvement. Also, in the case of our vintage Mustang swap, that thick rubber boot really causes some interference, so we'll be swapping information technology out.American Powertrain took the opportunity to develop their own short throw shifter dubbed "White Lightening Revolution." Not simply will it drastically reduce shifter throw, its low profile creates more than room in the tunnel.The White Lightening uses this adapter to move the shifter handle about 1.five inches toward the commuter for better ergonomics.A standard T5 way shifter handle mount attaches to the adapter, which means yous can utilise any T5 handle y'all choose on the kit. Note the outset vs. the stock shifter in the background.It's tight fit when sliding the T5 into place, but once in, the White Lightening shifter fits the factory automatic cutout similar a glove.American Powertrain uses a unique showtime style crossmember that mounts to the rearward side of the factory tunnel caryatid to create an abundance of clearance for long tube headers. The included mount is an Energy Suspension poly.Here's a not bad visual representation of what we meant by the T5 fitting into vintage Mustang transmission tunnels so well. When properly positioned, at that place's not a single cut or clearancing needed, and it looks similar information technology could have been factory equipment.Roughly a calendar week after yous send back the driveshaft spec sheet to American Powertrain a custom built steel driveshaft specifically for your project volition arrive. Ours fit flawlessly.Also included in the American powertrain kit is a new speedo cable with a black 20-tooth gear, which suits our iii.50 gears perfectly.With the stick installed on the adapter plate, it'south like shooting fish in a barrel to run into that the pocket-size flake of offset works to center the stick perfectly in the stock automated shifter opening.
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