Putting a Borg Warner T5 Behind a 2.9i
Posted: Tue Apr 05, 2005 12:57 am
I' just wanted to pass along how I put a Borg Warner T5 5 speed behind a Cologne 2.9i engine. I'm in the States and thus some of the items may be a bit rare in the UK. For that matter I suspect there are far better options for transmissions in the UK without having to resort to what I did. Here the Mustang 4 cyl T5's are very common and very inexpensive ($50 US with a bit of looking)
Here's the parts list:
Stock '74-'78 Mustang II 2.8 pressure plate
Stock Mustang II 2.8 clutch disk
Stock Mustang II 2.8 throwout bearing
Stock Mustang II 2.8 backing plate from '74-'78 manual tranny
Custom Brass Pilot bearing made from Motormite #14659
Cross shaft seal, Napa part #63122, for pivot shaft in the ...
Mustang II 2.8 bell housing; bore to 4.912"
T-5 transmission from 1987-1993 Mustang 2.3 with the 3.97:1 first gear
Stock Capri 2.8 flywheel bolts
Starter from a 2.8/2.9/4.0 Ranger/Bronco/Explorer
Team Blitz T5 trans crossmember
1987+ Mustang Speedocable (I chose to get one with the cruise control sender)
I can provide a PDF drawing of the pilot bush to interested parties
When using a Mustang II bell with a T5 converion, the ID of the bell must be opened up to 4.912". The starter needs to be changed to a Mustang II starter with remote solenoid. When used with a Capri flywheel the starter must be spaced 3/8" forward for the starter pinion to diengage from the ring gear. The shifter will come up almost an inch closer to the dash so be prepared to do some clearance work in the shifter hole. A new transmission crossmember is required. You can make one or buy one from Team Blitz. The driveshaft will need to be reworked. If you use a 85-93 Mustang V8 T5 then the input shaft is way too short and a special pilot bush in the flywheel will be required. The 2.3 4 cylinder T5's appear input shaft will end flush with the bell and are thus too short also.
I have mounted my 4 cyl T5 to the modified Mustang II bell. I can positively state the 4 cyl T5 input shaft is too short to reach the end of the crankshaft. I'll be turning a brass pilot bushing to go in the ID of the flywheel just like I did on my T9 conversion.
FYI, the 4 cyl T5 input shaft is 7.41 inches long. An early 85-93 Mustang V8 T5 has an input length of 7.18. A 94 up T5 from either a Mustang V8 or a Mustang 3.8 V6 should have an input shaft length of 7.85. The later should be long enough to properly engage with the flywheel.
BTW, the cover for the Bendix mechanism on the starter interfered with the motor mount when I spaced the starter out. I had to trim about 1/4" off the lower back corner of the motor mount to clear that.
I also clearanced a rib (5 lb hammer) in the tunnel for the shifter rail casting. This allowed me to tuck the transmission appreciably further up in the car to get better driveline alignment.
Shifter to transmission tunnel seal.....
I've found my solution though I'm not sure how repeatable this will be for others.
A 1985-86 Nissan 300Z Turbo T5 shifter seal plate is an almost perfect fit. Drill 4 holes and put some screws in and call it done.
The 300Z shifter boot will also fit OK around a Mustang shifter rod and will snap into a a MK3 full length console. It gaps a little at the bottom but I'm pretty confident a little contact cement will cure that.
In the US the T5's only came in 83-84 280ZX and 85-86 300Z TURBOCHARGED cars. I just happened to walk by one (the only one I've ever seen in a junkyard) today in my local Pull-it-yourself yard.
The T5 used in the Z's was not world class. It also has unique spline patterns on both the input and the output.
Don Haulsee
1976 ASC Capri II R/S 2.9i with Borg Warner T5 5 speed
1974 Capri MK1 2.8 4 speed factory AC
Here's the parts list:
Stock '74-'78 Mustang II 2.8 pressure plate
Stock Mustang II 2.8 clutch disk
Stock Mustang II 2.8 throwout bearing
Stock Mustang II 2.8 backing plate from '74-'78 manual tranny
Custom Brass Pilot bearing made from Motormite #14659
Cross shaft seal, Napa part #63122, for pivot shaft in the ...
Mustang II 2.8 bell housing; bore to 4.912"
T-5 transmission from 1987-1993 Mustang 2.3 with the 3.97:1 first gear
Stock Capri 2.8 flywheel bolts
Starter from a 2.8/2.9/4.0 Ranger/Bronco/Explorer
Team Blitz T5 trans crossmember
1987+ Mustang Speedocable (I chose to get one with the cruise control sender)
I can provide a PDF drawing of the pilot bush to interested parties
When using a Mustang II bell with a T5 converion, the ID of the bell must be opened up to 4.912". The starter needs to be changed to a Mustang II starter with remote solenoid. When used with a Capri flywheel the starter must be spaced 3/8" forward for the starter pinion to diengage from the ring gear. The shifter will come up almost an inch closer to the dash so be prepared to do some clearance work in the shifter hole. A new transmission crossmember is required. You can make one or buy one from Team Blitz. The driveshaft will need to be reworked. If you use a 85-93 Mustang V8 T5 then the input shaft is way too short and a special pilot bush in the flywheel will be required. The 2.3 4 cylinder T5's appear input shaft will end flush with the bell and are thus too short also.
I have mounted my 4 cyl T5 to the modified Mustang II bell. I can positively state the 4 cyl T5 input shaft is too short to reach the end of the crankshaft. I'll be turning a brass pilot bushing to go in the ID of the flywheel just like I did on my T9 conversion.
FYI, the 4 cyl T5 input shaft is 7.41 inches long. An early 85-93 Mustang V8 T5 has an input length of 7.18. A 94 up T5 from either a Mustang V8 or a Mustang 3.8 V6 should have an input shaft length of 7.85. The later should be long enough to properly engage with the flywheel.
BTW, the cover for the Bendix mechanism on the starter interfered with the motor mount when I spaced the starter out. I had to trim about 1/4" off the lower back corner of the motor mount to clear that.
I also clearanced a rib (5 lb hammer) in the tunnel for the shifter rail casting. This allowed me to tuck the transmission appreciably further up in the car to get better driveline alignment.
Shifter to transmission tunnel seal.....
I've found my solution though I'm not sure how repeatable this will be for others.
A 1985-86 Nissan 300Z Turbo T5 shifter seal plate is an almost perfect fit. Drill 4 holes and put some screws in and call it done.
The 300Z shifter boot will also fit OK around a Mustang shifter rod and will snap into a a MK3 full length console. It gaps a little at the bottom but I'm pretty confident a little contact cement will cure that.
In the US the T5's only came in 83-84 280ZX and 85-86 300Z TURBOCHARGED cars. I just happened to walk by one (the only one I've ever seen in a junkyard) today in my local Pull-it-yourself yard.
The T5 used in the Z's was not world class. It also has unique spline patterns on both the input and the output.
Don Haulsee
1976 ASC Capri II R/S 2.9i with Borg Warner T5 5 speed
1974 Capri MK1 2.8 4 speed factory AC