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TREMEC T-45
#1
I have run the standby T-5 behind 302/5.0 engines without problem and have a T-5 from a 1994 3.8 V-6 Mustang to put behind a straight six in my daughters Ranchero. I have an oportunity to buy a T-45 from a 1998 Mustang with a 4.6 and 200,000 miles. I have a couple of questions.

#1 I would imagine that the bellhousing of a 4.6 and a 302/351C would be different but I have no definative facts on that. Anyone know?

#2 Will a T-45 transmission bolt up to a bellhousing from a 5.0 T-5 combo?

#3 What would be a reasonable price to pay for a T-45?

#4 At 200,000 miles would there be any extreme concern of anything being beyond service or repair?
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#2
Steven

From what I found out the T-45 will not bolt to the 302 bell, different pattern.

A T-45 will also not bolt to the T-5 /5.0 bell. I was told when I started to look at the swap myself that if I wanted the least amount of hassel to stick with a pre 94 tranny.


[Image: 1_14_01_12_10_54_29.png]

Ken

73 Convertible 302-4v-3spd yellow /white int

08 Bullitt 4.6-5 spd black/black int


All I ask is a chance to prove that money can't make me happy
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#3
Thank you Ken,

Precisely what I need to know.[/align]
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#4
I had a 97 mustang cobra with a T 45
They were not that great of a trans
I would look for a T5
Don

Ohio Mustang Supply
440-949-2556

[Image: oms_sig_banner.jpg]
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#5
What you need to be aware of is the length of the input shaft is about 3/4" longer on the 6 cyl T-5. This is the trans I want to use for that reason. The 3.8 bell does have the same small block bolt pattern.

Jeff T.

Low buck, touring style, '73 Convertible "rolling restoration", 351c, 2v heads with a shave and a haircut, Performer intake, Holley 650(ish), roller rockers, screw in studs, guideplates, stainless valves, Duraspark / Motorsports MSD, T-5 conversion. 1-1/8" front, 3/4" rear swaybars KYB shocks and some home brewed subframe connectors. Future plans; JGC steering box, Cobra brakes and... paint, interior, etc.

When I die I want to die like grandpa, peacefully in my sleep... not screaming, like his passenger.

[Image: 1_12_09_14_10_15_11.png]
  Reply
#6
droptop73;16983 Wrote:What you need to be aware of is the length of the input shaft is about 3/4" longer on the 6 cyl T-5. This is the trans I want to use for that reason. The 3.8 bell does have the same small block bolt pattern.

Jeff

Correct me if I'm wrong but I think with a 5.0 T-5 as is we have to shorten the drive shaft approx. 1" so with a longer input shaft doesn't that throw it out more?


[Image: 1_14_01_12_10_54_29.png]

Ken

73 Convertible 302-4v-3spd yellow /white int

08 Bullitt 4.6-5 spd black/black int


All I ask is a chance to prove that money can't make me happy
  Reply
#7
droptop73;16983 Wrote:What you need to be aware of is the length of the input shaft is about 3/4" longer on the 6 cyl T-5. This is the trans I want to use for that reason. The 3.8 bell does have the same small block bolt pattern.

Okay, so I have a T-5 from a 94 v-6 3.8 that I plan on using for my daughter's Ranchero.
#1 - Why is the 3/4" difference a good thing?
#2 - The W/C T-5 from this application is rated at 175-230 foot pounds while a 5.0 T-5 is rated at 300 foot pounds. What gives it the increase in rating? Evidently this V-6 T-5 can be built to handle the power/torque.
#3 - So is the bellhousing completely the same. Starter, fork, etc.?
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#8
whitesoc;17001 Wrote:
droptop73;16983 Wrote:What you need to be aware of is the length of the input shaft is about 3/4" longer on the 6 cyl T-5. This is the trans I want to use for that reason. The 3.8 bell does have the same small block bolt pattern.

Jeff

Correct me if I'm wrong but I think with a 5.0 T-5 as is we have to shorten the drive shaft approx. 1" so with a longer input shaft doesn't that throw it out more?

Yes it will but since the shaft has to be cut anyway. I planned to use an aluminum driveshaft out of an early 00's Ranger .




Steven Harris;17025 Wrote:Okay, so I have a T-5 from a 94 v-6 3.8 that I plan on using for my daughter's Ranchero.
#1 - Why is the 3/4" difference a good thing?
#2 - The W/C T-5 from this application is rated at 175-230 foot pounds while a 5.0 T-5 is rated at 300 foot pounds. What gives it the increase in rating? Evidently this V-6 T-5 can be built to handle the power/torque.
#3 - So is the bellhousing completely the same. Starter, fork, etc.?

I like that since I'm kinda long legged and like to "sprawl out" in the car. I have moved my seats back 3". The shifter position being back a little bit couldn't hurt. The V-6 T-5 has the same torque rating as the 5.0 T-5 of the same vintage, 300lb/ft IIRC from the chart I have. Yes the bellhousing is just a little deeper than the V8. It does use a 164 tooth flywheel though.

Jeff T.

Low buck, touring style, '73 Convertible "rolling restoration", 351c, 2v heads with a shave and a haircut, Performer intake, Holley 650(ish), roller rockers, screw in studs, guideplates, stainless valves, Duraspark / Motorsports MSD, T-5 conversion. 1-1/8" front, 3/4" rear swaybars KYB shocks and some home brewed subframe connectors. Future plans; JGC steering box, Cobra brakes and... paint, interior, etc.

When I die I want to die like grandpa, peacefully in my sleep... not screaming, like his passenger.

[Image: 1_12_09_14_10_15_11.png]
  Reply
#9
T-5 is a good transmission as long as you're not putting out too much torque. Look at a performance rebuild or a Tremec 3550 or stronger if you're serious about power.

1971 Mustang fastback: 10.3:1 C90E 408W hydroller - CDAN4 EEC-V w/EDIS8, girdled, lowered and caged
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