The Tremec T5 gearbox swap FAQ, OZ edition, v1.02 (updated 2022-09-03)

Major Ledfoot · 2022-03-14T06:59:43+00:00

this is absolutely brilliant!! thankyou for all the information and the time it wouldve taken to put together

timbo

If it's a custom bellhousing from dellow, then it's entirely possible that its designed to work with a standard t5 input shaft length. Will be interesting to hear some more details @jrhendo

Major Ledfoot

@jrhendo - just replied to your PM. This Dellow offering is all news to me.

The length of a Ford 6-pot T5 input shaft is 167 mm (6.57 inch) from transmission face to tip, and that's not much longer than the M40 or M45 in the same measurement AFAIK, so I have to wonder how thick the Dellow adapter plate is.

ramrod

Okay,

Then if that's the case, it would mean you could theoretically get a 6 piston falcon T5 to bolt in, which would make this conversion a HELL of a lot easier to do thanks to not having to find/buy/trial fit another input shaft

Depending on-

The dimensions of the dellows bellhousing compared to a redblock one + yoshifab adaptor

sloth

just spoke to dellow - its a full bellhousing. tey need the clutch fork and release bearing to make it fit and it depends on hydraulic clutch or cable which they send you. price is $795. ask for jeff.

timbo

@sloth did they specify which t5 gearbox the kit is for?

sloth

6cyl falcon t5 for ef and el.

Major Ledfoot

Thanks to @jrhendo - this is the Dellows offering:

Adding up all the parts needed for the Dellows bell to work with a Ford 6-pot box, per above:

= $2,130 (hydraulic spec)

= $1790 (cable spec)

$850 of each is their bellhousing.

YMMV, but it seems to me that any cost advantage of using a cheap Ford 6-pot box is voided by the expense of going this route to make it fit. If you're absolutely determined to use a Ford 6 box with its yeah-right-mate ratio set, an adapter plate and modified input shaft is by far the least expensive way to get it done. Tree and @Vee_Que did it the latter way, and IIRC, Tree flogged that setup hard on the track and it didn't break.

With that 0552--003 Ford 6-pot T5 with the 22-tooth input I have in the shed which I mentioned earlier, I've decided to go down the extended / modified input shaft route with it for my 144, since I already have M45 bells and adapter plates, and I know my twin Stromberg B20B with a K cam won't see anywhere near 300 lb/ft of torque, nor any track time. I feel safe in saying that box in that car done that way will long outlast me in terms of Time Left Alive On Earth. I did look at redoing the innards with the Z-spec gears and cluster, but a $300 modded input sure beats $2K+ in parts plus labour for any exercise in unnecessary overkill.

I don't believe changing the input shaft in a V8-spec T5 is soooo scary ?as to make it A Really Big Deal - whip off the 4 bolts on the input shaft retainer, jiggle, and it's out; basically repeat in reverse order to reinstall. On page 1 of this tread are the tooth counts and part numbers of the input shafts you'll find and need. The hard bit is checking the float and shimming it correctly, but that isn't really any more difficult than, say, cam shim changes on a 530/531 head, and full instructions on how-to are provided with the DeeWorks plate. That check ought to be done anyway before installing any T5 box. But as always. Your Mileage May Vary.

sloth

Who's doing your input shaft for you?

Major Ledfoot

^ I'll talk with Dynamic Balancing Tasmania, since they're local to me.

If they say no, I'll chat with Gear Repair Australia in Sydney, whom VQ got to do the work for Tree.

Vee_Que

Ok.

Ef Falcon box is best for 240 if you don't go big box with the shorter extension. You can fit the mustang input shaft into it.

I've done 8 or 10 T5 modified input shafts through gear repair. Unfortunately they are out of business now. Myself and my gearbox supplier are looking at options as he relies on someone like them to do multiple jobs.

None of the input shafts have broken, gearboxes have, but not boxes.

The ba xr6t t5z box uses the mustang cluster, you can also use a 93' mustang gt input shaft or get a matching clutch disc which I've worked out.

The spacer retro turbo sell. Nope, doesn't work properly even on an m90 in my experience.

Anything else. Please pm me as I don't go on here often.

a7pocket

reading this i found that ba v8 t5 is too long so not a great shifter location, but could the shifter be relocated using some sort of kit or fab (saw a tik tok where the shifter had been relocated forwards). only asking coz a ba v8 t5 has come up for sale locally

Major Ledfoot

a7pocket
reading this i found that ba v8 t5 is too long so not a great shifter location, but could the shifter be relocated using some sort of kit or fab (saw a tik tok where the shifter had been relocated forwards). only asking coz a ba v8 t5 has come up for sale locally

Unless it's a V8 box, it isn't worth the hassle.

If it is a V8 box, you're better off getting the top cover /shift rod and tail section from a EB-EL box if going into a 240. If going into a 7 or 9, it will fit but the shifter will be further back than ideal.

6 cylinder and V8 top cover / shift rods and tail sections are cross compatible. Note that the later versions of T5 have a reverse brake.

Keffo001

Hello Men

I have been carrying this Borg Warner T5 gearbox around with me for some years with the intent to put it behind a Val 265 Hemi. Only I now like the 3 on the tree.

So, if you want to discuss it please let me know. I have tried to ID it , however there isn't a lot of data on the web for Aus made T5's. This thread has helped, I believe you blokes will be able to ID it.

This unit has a tag, numbers are:

92033089

0552-033 1865

Input drive is 10 spline, output is 28 spline , input drive length is around 8-9 "

From what I can determine it's a 1988 Ford V8 box.

I have not opened it up to see how the gears are. However if some body is interested in it I will open to see the condition.

It turns without any trouble.

If anybody is interested I can place some pics.

Regards

Keffo

Major Ledfoot

@Keffo001 writes:

This unit has a tag, numbers are:

92033089

0552-033 1865

92033089 is a GMH part number - in this case, it represents a VN-VP V6 T5.

0552-033 is BTR;s part number.

1865 is the gearbox's serial number.

The input shaft should be about 240mm long.

.... oh, and BTW, welcome! We like to answer the questions which JustCommodores doesn't. ? Somebody else there asked the same question and they never got a response either....

What are the numbers on the extension housing? Are they 0552-066-900?

Also, what are the numbers on the main case? (13-52-065- something something something)?

Keffo001

Hello Capt Ledfoot

Main case 13-52-065-908

extension 0552-066-901

Input shaft length 240 mm

I took a pic of the front, the bolt pattern for bell housing appear Ford, as does the input and out spline teeth numbers?

Be nice to finally id this rig.

Thanks for your knowledge

Regards

Keffo

Major Ledfoot

@Keffo001 that's definitely a Commodore V6 gearbox.

901 extension housing used with Commodores, with a Ford-type (908) main case confirms it.

The 92033080 / 0552-050 box with a Munchie pattern main case (13-52-065-914) is a Commodore V8 box.

Keffo001

Hello Captain, thanks for the info. Good to know what this box is out of.

Regards

Keffo

GingerNinja

This is how the T5 out of an EB V8 is looking for my swap. Clutch disc is sitting on the original input shaft where it would be if it was clamped on the flywheel. It can slide back in towards the gearbox about the same distance again. Maybe 20mm from memory. This is with a Yoshifab flywheel and clutch setup. I have to order a spigot bearing to check the end of the input shaft into the crank. It looks like 5mm will have to be machined off so it doesn't hit the crank.

The Tilton hydraulic release bearing will hopefully be here during the week so I can measure the proper air gap on the inside. I have ordered an assortment of input shaft retainer shims as the Deeworks retainer made the runout a bit too tight with the 2 factory shims. Getting closer though.

Matt1275s

Here are some side by side comparisons of a v6 commodore t5 and v8 fox body mustang t5 for anyone who might be interested.

They seem to be not very common in Australia and seeing as most available parts and kits to fit the t5 are based off the mustang boxes thought I would put some photos out while I have them both to compare.

Note that the commodore box I have the mustang input shaft already in but still the commodore sleeve/ retainer.

As already mentioned the mustang t5 has a shorter shifter location. The v6 commodore shifter sits right at the back. The extension housings are the exact same length, as is the output shaft. Same spline count aswell. The gearbox mount location is slightly further back on the commodore although the factory commodore rubber mount is offset to almost the same position of the mustang if you're considering a pre fabbeb cross member. The speedo location are also on opposite sides.

Major Ledfoot

Thanks for the info.

It's good to know how the mainshaft length on the US-type boxes used with the 1352 066 939 extension housing is the same as the V6 Commodore units with the BTR-made 0552-088 905 tail.

What are the tag numbers from each gearbox? What model Commodore is the V6 box from?

The Commodore box's 0552-088 905 extension housing isn't a number I have on my list, and it's a new one on me. (I'm trying to compile a complete parts list for all BTR assemblies, since BW/BTR/Tremec never officially published one).

I avoid using terms like "fox body" and "mustang". They are confusing and meaningless, and do not / cannot adequately identify the gearbox. The numbers on the tag are the only definitive way to identify what internals are present in a given gearbox without dismantling.

JFTR, the combination of a 1352 066 939 extension housing with a 1352-065-908 maincase is used in no less than 7 entirely different US-sourced T5 assemblies of varying strength and ratio combinations:

1352-168 - gearset = T5S.78, with needle bearings on input, 22 tooth

1352-169 - gearset = T5V.68, with needle bearings on input, 23 tooth

1352-194 - gearset = T5X.79, with needle bearings on input, 19 tooth

1352-199 - gearset = T5Y.68, with needle bearings on input, 23 tooth

1352-200 - gearset = T5U.63, with needle bearings on input, 24 tooth

1352-202 - gearset = T5U.80, with needle bearings on input, 24 tooth

1352-249 - gearset = T5U.63, with tapered pocket bearing on input, 24 tooth

It's like how the 1352-249 assembly is erroneously known as the "T5Z" because its Ford afermarket part number was M-7003-Z, "the Z-spec T5", then some idiot called it the T5Z and the wrong nomenclature stuck - it is actually the T5 "U" ratio set, with a 0.63:1 fifth gear - hence T5U.63. However the factory gearcode set known as 'T5Z' was for a pair of weak 4 cylinder boxes with 3.75:1 first gears.

Also, the '939' extension housing is used in assembly combinations both with and without the reverse gear brake.

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