Here is some general information Regarding T-5 Transmission Swaps for the 144/170/200 inlines
Photo used by permission from http://www.moderndriveline.com/
All '85 and up Ford T-5 transmissions are 'World Class' units. The 'WC' designation is for all T-5s that have caged needle bearing under the driven gears, 3 piece blocker rings and tapered cup and cone bearings on the cluster shaft. As easy way to identify a World Class T-5 is to look at the front cluster bearing cup just below and to the left of the input bearing retainer. If the bearing is stamped 'Timken,' it is a tapered cone and cup bearing and it is a World Class unit. If the bearing is stamped 'Torington,' then the unit is a pre-'85 Non-World Class unit.
T-5s are available in 4 cyl. or V8 form. The are several differences between the two, the most noticeable difference being the torque rating. The 4 cyl. version of the T-5 can handle any of the torque any normally aspirated 200 can throw at it. A V8 T-5 is more overkill than anything behind the 200. There is no problem using either behind the 144/170/200, but the 4 cyl. versions are plentiful and cheaper than the V8 versions. Check this page or this page for T-5 transmission data.
Another difference between the T-5s is the gear ratios. The 4 cyl. version has a numerically higher 1st and 5th gear than the V8 version. This is important to remember when considering rear end gear choices and tire sizes. Because the 4 cyl. T-5 has a higher 1st gear, a numerically lower rear end can be used in order to keep the car streetable and keep mileage in check. For a 4 cyl T-5, the recommended rears are from 2.80 to 3.25. For a V8 T-5, the recommended rears are from 3.25 to 4.11. These rear recommendations are for reference only.
The proper pilot bushing selection is essential to the T-5 retrofit. The input shaft on the 4 cyl. T-5 is slightly longer and thinner than the V8 version. The input shaft length does not create a problem with the retrofit, but the diameter of the pilot bushing does. A special pilot bushing is needed for a 4 cyl. T-5 retrofit.
For more information on the history of T-5s, visit http://www.moderndriveline.com/.
If you have a manual transmission currently, then there is no need to change your pressure plate. If you are changing from an automatic to a manual, be sure to use the pressure plate that was designed to work with the flywheel you are using. Check out the History page for more information regarding this.
For performance applications, Centerforce, Ram and others make performance clutch/pressure plate applications for the '67 and later application.
The proper throwout bearing to use with a T-5 is the '67 and later 200 manual transmission throwout bearing.
If you have a manual transmission currently, then there is no need to change your clutch fork. If you are changing from an automatic to a manual, be sure to use the clutch fork that was designed to work with the bellhousing you are using. Check out the History page for more information regarding clutch forks.
When using a V8 T-5 behind a 144/170/200, then required pilot bushing is the one from a ’67 and later 200 with a manual transmission.
When using a 4 cyl. T-5 behind a 144/170/200, a special roller pilot bearing
is available from Autozone, RockAuto and Napa (SKF 6202-2RSJ).
Do Not Use SKF 6202-RSJ as it only has a bearing seal on one side.
There are many versions of T-5 retrofit crossmembers available on the market.
One is not recommended over the other, but be sure to contact a supplier such as www.darkhorseperformance.com, www.mustangsplus.com or http://www.moderndriveline.com/ for recommendations. When selecting a crossmember, be sure to think about exhaust clearance. As a general rule, expect to have to do some type of modification (such as elongating holes) to any retrofit crossmember you purchase. The best bet is to build your own, if you have the resources.
You will find that a C4 yoke fits the tailshaft of a T-5 transmission. Many people recommend the C4 yoke because they are plentiful. It is important to realize that a T-5 yoke spline is metric and the C4 is English. Therefore, the C4 yoke is not the correct one for this application and could cause vibration. Some people have good luck using a C4 yoke. The later C4 yokes have a much shallower reach, which is what is needed for the T-5. The early C4 yokes are a little longer and need to be cut down to fit the T-5.
T-5 yokes are available for cheap used, and cost around $70 for a new one. The T-5 transmission is a longer transmission, so the odds are very good that your driveshaft will need to be shortened. You will have to measure it for yourself once the transmission is in place under the car. Speak with the shop that will be doing to modifications to determine what measurements they work with. This should not be expensive to have done. The odds are also very good that the T-5 yoke won’t match with your current universal joint. It’s best to have the driveshaft place graft the proper mate to the T-5 yoke onto the end of your driveshaft when they are shortening it for you. Another way to do this is to take the drivshaft with the car you grab the T-5 from. Cut off the first foot or so of the draveshaft and have that entire assembly welded onto your existing driveshaft.
Make sure they also balance the driveshaft before you reinstall it into your vehicle.
When you have an 8 1/2' recessed style flywheel and are upgrading to a T-5, then the proper clutch disk is one of the following:
87-92 Mustang with 2.3L
84-88 Mustang SVO
79-83 Mustang 2.3L, 4spd except turbo
79-82 Mustang with turbo 4&5spd
74-78 Mustang 2.3L with 4spd