Jacobs454

As I've already posted, I got a LT1 that I'm puttin in my '89. Is there any major difference in the T-5 they put in the 3.4/3.8 cars vs. the 305 cars of the 80's and early 90's? Any help would be great!

Tru2Chevy

I'm sure the gear ratios are different, and the bellhousing is different as well. Not sure on input shaft splines or length though.

The newwer 3.8L T5s have a removable bellhousing, so you can prolly get one that will bolt up to a sbc

- Justin

92LT1RS

Don't waste your time with a V6 T-5. Different bell housing, 10 spline input shaft instead of 26 spline, and weaker internals. Get a World Class T-5 and you'll be alright. Mine has held up to a 400+ hp LT4 for almost 4 years now.

IgorT.455/406

I've broken lots of T5s, including two world class, don't waste your money on T5s and go with a T56 or a Tremec.

Having said that, if you HAVE to get your car running using a V6 T5, you can, but it won't last long.

If you use a 10 spline T5 behind a v8, you will need a v8 bellhousing, a v8 pressure plate, and a v6 disk. Otherwise, it all fits.

Local pick your part has a 90 day money back guarantee. I have gone through about 5 V6 T5s, and none of them lasted longer then 90 days. So I just kept getting my money back and buying anotherone. Worked good, but weak.

pwrhngryj

I have a 92 with a V8 mill and a non-world class V6 T5 that has already run 12.56 @109 in the 1/4 with a 100 shot and slicks. There is no difference in the stringth of the internals only minor gear ratio changes. And the only difference in the world class and non-world class is the type of bearings and the syncros. As far as the case of the T5s the late V6 trans has a Ford style bolt patern where it bolts up to the bell housing so that part will not work with the V8 bell housing. now as far as the input shaft is conserned the is a company that will make coustom shafts to convert V6 to V8, V8 to V6, or what ever mix match combo you can come up with for about $100. Thats the route I'm going to go with now that I am putting a more powerfull mill in the car.

P.S. I just put new syncros in the trans and the gears looked as good as when I first put the trans in the car after numerous trips to the track, and about nine months on the street.

crash4cyl

two words for you...g-force. They rebuild solid t-5's that hold ungodly amounts of hp...but it comes with a price. They've held up to 900+ HP mustangs and the internals are the same. Good Luck

Chris

92LT1RS

And I bet you were either powershifting them or had way too much power for a T-5 anyway.

92LT1RS

Wouldn't spend the money on one. You're still plagued with the weak case of the T-5. If I were going to spend the money for a G-Force T-5, I'd get something like a Richmond or a T-56.

IgorT.455/406

Yeah, I powershifted them, but the car went faster at the track doing that! The motor made OK power, it was just a mild 355 with Edelbrock RPM top end package (carburated).

I mostly had issues with the thrid gear, as the cluster shaft is 1pc. cast with all the gears, and thrid is big/skinny, so any flex in the case (big deal with T5s), and stuff can/does brake. I also broke the case once as well (v6 t5). IF you drive a T5 easy, it will last some time, but....

I've had friends with lots of power in their mustangs running low 11s on nitrous and no problems, but....I also had friends running low 14s with their mustangs brake the T5. However, you stick the low 11s guy in that 14s Mustang, and it goes from low 14s to high 15s....goes to show you driver makes a big difference in T5 life.

I also used my car as a TRUE daily driver, went everywhere, holidays, to/from work, etc, etc. That makes a difference too.

pwrhngryj

I power shifted mine too. The car was also turning 1.7 60 Ft. times and damn near pulling the front wheels at the same time. I also have a friend that had a non world class T5 running 10.20's at the track for 3 years with no problems. the main problem people have with the T5s is when they put them in heavy cars. And yes my car was a daily driver that I put over 10,000 miles a year on.

Jacobs454

SWEET...So a T-5 with a LT1 isn't such a bad idea? I'll stick with a V8 T-5 if I do it (still can't stomach the $1300-$2000 asking price for a T56! ). If I buy a T-5 and rebuild it (beef it up), what is the best source for parts and info regarding this? Thanks!

MY91Y84

hate to break it to you, but a richmond or t56 isnt gonna hold 900 ponies....My Tranny guy has built over 1000 g-forces, and has literally 75-100 in stock sitting on the shelf at any one time....i asked him why so many and he said "people are hearing what kind of numbers there holding up to and there buying them...i have to keep 100 in stock to meet the demand every month...Tremec richmond and all these other companies are really nervous right now..they know there trannies cant these numbers"..hes been building T-5;s since they came out in what 82-83?...Let me ask you guys somthing,,..If you were this new company building upgrade kits for a transmission that has a bad reputation would you rate it at 600Hp and somthing like 550lb feet "knowing" that it was gonna break?..That doesnt sound like good buisness to me..sounds like a quick trip down the sh!tter...i know 3 people on a personal level who are over 700 HP...and they drive very hard; these are hi reving big inch small blocks...were talking 8-8,500rpm revlimit powershifts...T-5's break due to chinesium materials used for gears..if the GM version is prone to fail from "case flex" then why is the GM rated 30 ft pounds higer then the ford version?...weve all seen how mustang owners that know what there doing drive..so why doesnt the ford one break...ohh wait it does, from chinesium materials used for gears...NOT case flex..just like the GM version., they dont fail from case flex..sure they wear out after time, usually around the countergear bearing race: they do not however just magically spread apart at any give load..the gears break.. ..have you seen a side by side of a stock T-5 gear and a Gforce gear its damn near twice as thick and 10x better material..if the case was the problem wouldnt you think they offer there own case?, instead of sending them your own?....same case, better gear material and thickness and an output rating that doubles the factory "case stretched" limited rating...do the math people...this GEAR KIT is for real


Edit: Im putting down about 370 and i beat the **** out of mine..i drive it as hard as i can..im trying to break it..

IgorT.455/406

To be honest, with my extensive experience of T5 brakeage, and seeing what my freinds have done to their ford T5s, I would have to say if this G-force kit comes with a STRONG countershaft, chances are it will hold. Like I said, the biggest problem I had was the thrid gear braking. Mostly due to the fact that the coutershaft (or cluster shaft) is 1pc. cast, and stock junk is very weak. IF this problem is fixed, 85% of T5s weakness is fixed. So......

Anyone got a link to this G-force deal, I wanna check it out. What about the price? Do you need to supply a core? Thanks.

MY91Y84

heres the link http://www.gforcetransmissions.com/tran_gt-5.asp

they use hi grade nickle for materials not chinesium like borg warner did...
there a little pricey, but there isnt another tranny out there that will hold what these will...there 600hp rating is based on a 4,200 pound car, they did this because there are a lot of guys in old muscle cars buying these...so naturally a 3,200 pound car (mustang) can put a lot more power through it

IgorT.455/406

Cool. I e-mailed them, telling them about the parts I still have and asking what I would need to give a T5 another shot. If the price is right, it would be worth it. Considering I still have most of the parts (like bellhousing, flywheel, clutch, shifter, and one V6 case).