If you are encountering login problems please check here

T5 Transmission woes, Looking for options.
#1

First post here in probably 10 years. short back story, started building a 2.3T to go into the 87 Notch in 2010, life got in the way and the project got shelved till 2018. Esslinger Dport, worked over by boport, Stg3 cam, billet rods, CP pistons, 9:1 CR, 60# injectors, T3 running 20PSI, big fmic, 3" exhaust, Megasquirt ECU. ~350HP, 8.8 Rear with LSD and 3.55 gears, full SN95 brake conversion, Ford racing Alum DS, tubular upper and lower control arms, and a T5....

I've been enjoying the car for the least couple years spinning to 7K and making the 5L guys wonder what's up when I pull past them, but the T5's giving grief, put a 2nd T5 in, same tired T5 problem, 3rd 4th and 5th gear grumble during decel and accel from 2500-3000 and unbearable vibration due to the urethane mounts.

Spare parts I have at my disposal: Pinto C4 2.0 Bellhousing, and pedal assembly, master-slave, metal firewall steering plate/master mount, and bell from an 88 Tcoupe,
what are my options regarding transmissions, I'm running the stock T5, Stock Bell, Cable clutch, plastic quad, TC flywheel with a pyropete 4 puck. I'd like to keep the car a stick car so C4 swap is less than ideal but not impossible.  I've read T56's are heavy and expensive and I really don't need a 6th gear. Has anyone done a TKO/TKX install? and if so how was it accomplished?

I know about the pilot size issue on the input shaft with the 5L T5,T56, TKO, TKX etc and the bronze bushing, but I'm not clear on how others have got the clutch worked out.

If anyone has done any of these conversions a walk though on how it was done would really be appreciated. the one thing I'm resistant to is drilling a single hole anywhere on the car for mounting anything. shouldn't be necessary as far as I'm concerned. Was my Grandfathers car bought new in March of 87.


Attached Files Thumbnail(s)
   
Reply
#2


I'm old and decrepit, so I'd opt for the C-4 with a transbrake, 7 or 8-in converter and "mods". BUT, I realize that that's not your preference, so I'm gonna leave the stickshift trans-choice options to those with experience, BTW........nice-looking notch, Morph!!  <THUMBUP>
Placerville, California
(former)  '78 2.3T Courier w/blow-thru Autolite 2bbl carb ~ (current)  '87 2.3T Ranger w/PiMP’d EFI
Reply
#3

I'm not sure about the TKO/TKX but there's a member on here who's currently installing a TR3650 transmission behind the 2.3T. He has all the parts used in his thread: https://turboford.org/thread-1986-tc-project

You can buy a special flywheel that has the 2.3T crank bolt pattern but allows the use of a V8 clutch. I forgot who sells it as I purchased mine from another member on here. I'm also in the process of collecting parts to make the swap.
Reply
#4

.
As odd of a candidate as it may seem.......I've read a lot of good things about the Nissan CD009 transmission that's apparently capable of safely withstanding 1000hp (it might even be J/Y-available). As far as ease of adaptation to a Lima ~ DUNNO!! ( LINK )  <shrug>
Placerville, California
(former)  '78 2.3T Courier w/blow-thru Autolite 2bbl carb ~ (current)  '87 2.3T Ranger w/PiMP’d EFI
Reply
#5

i just swapped to a TKX. works great! im using a 2.3 to 5.0 bell adpater.
Function before form. Going fast is looking good!
Reply
#6

Onesillynotch you are running 4.10 gears? what size tires and what trans ratios? I think this is my next upgrade.
Reply
#7

onesillynotch, That's exactly what I'm looking at doing, any chance you could give me a list of materials required to accomplish the task? mines getting put away to sleep for the winter but I want to get everything collected to do the swap in the early spring.

Thanks!
Dave

Thanks for the kind words on the car Ray, Regarding the Nissan trans, I'd like to try to keep things as close to "normal" as possible. You'd think it would be easier in 2020 getting parts in Canada, but it hasn't improved, like everything with vid, things have only gotten harder to source.
Reply
#8

(10-18-2021, 04:56 PM)morpheus256 Wrote:  Regarding the Nissan trans, I'd like to try to keep things as close to "normal" as possible. You'd think it would be easier in 202(1) getting parts in Canada, but......things have only gotten harder to source.
.
Well, Dave.......then ~ based on what I've seen & read ~ one of the things on your "list of req'd materials" will have to be lots of money, lol! I'm one of the world's biggest cheapskates, so I'm always looking for J/Y alternatives that will provide more bang-for-the-buck and still give the same or better results as the "normal"/mainstream solutions.

Lots of folks on the various LS sites are using the CD009 Nissan trans with over 1000 turbocharged h/p on tap, and they apparently have very robust synchros to help 'em shift smoothly and easily. Some have expressed dissatisfaction with the ratio spread, but others have countered that the overall  ratio winds up being very similar to the usual offerings by simply using taller (lower numerically) diff ratios ~ which, BTW, are stronger  than their low-ratio counterparts.

As for adaptation.......are you a semi-skilled fabricator? The trans has an integral bellhousing, so most adapt it by cutting off the factory bell, and using an $$$ machined adapter that takes the place of the front bearing cover and bolts to a bell that's compatible with their engine (similar to a C-4.....there are You Tube videos). But, doing so jacks up the cumulative price substantially. 

I have ZERO personal experience adapting the trans, BUT.....if the input shaft falls within the right "depth" for crank piloting, all that might be needed (other than a CD009-compatible clutch disc) is an appropriately thick aluminum plate to adapt the existing bell directly to a Lima block. In such a scenario, the Ford starter would bolt to the front of the adapter, using the thin OEM "spacer plate" as a locator. If the input depth becomes insufficient after adding an adapter plate - OR - if a larger diameter pilot bearing/bushing is needed......a crank modification (as shown below) might be necessary ~ DUNNO. It might be worth looking into.  <shrug>

[Image: 7hfYntz.jpg?1]
Placerville, California
(former)  '78 2.3T Courier w/blow-thru Autolite 2bbl carb ~ (current)  '87 2.3T Ranger w/PiMP’d EFI
Reply
#9

Some tips from my experience.

Always do the conversion to 5.0 sized clutch if you can. Yes, the adapter and adapter flywheel cost $$$, but once bought it’s forever and opens up so many options.

Make your transmission choice before getting a bell housing. T5 and all the newer Tremec stuff use different patterns.

This is the part some won’t agree with - Avoid the adapter bushing if you can. Much better to break open a new transmission and have the input ground than to deal with bushing failure. Bushings are fine in many applications, the issue on the 2.3 is it’s very thin compared to where bushings work well.
84 Capri RS Turbo
1/8th 6.29@110, 1/4 - 9.87@137
Reply
#10

(10-18-2021, 02:48 PM)turbo2.3240sx Wrote:  Onesillynotch you are running 4.10 gears? what size tires and what trans ratios? I think this is my next upgrade.

26" and 3.73s. I cant run 4.10s as it runs out of gear in the 1/4.

(10-18-2021, 04:56 PM)morpheus256 Wrote:  onesillynotch, That's exactly what I'm looking at doing, any chance you could give me a list of materials required to accomplish the task? mines getting put away to sleep for the winter but I want to get everything collected to do the swap in the early spring.

Thanks!
Dave

Thanks for the kind words on the car Ray, Regarding the Nissan trans, I'd like to try to keep things as close to "normal" as possible. You'd think it would be easier in 2020 getting parts in Canada, but it hasn't improved, like everything with vid, things have only gotten harder to source.


tremec bellhousing. also dial it in make sure you are within spec.  

I used 1968ish SBF pilot bushing that i had the OD lathed down to 2.3 size.  This way i had the adpater and i still had the factory bronze oilete on the ID for the shaft

I used the 10 spline trans i the gear ratios are perfect for me.

i have a stiffler crossmeber. you will need to raise the trans bushing as the trans mounting spot is 5/8" or so higher than the stock t5 so you need to make up the diffrence to keep your old angles in check.

they are 31 spline output so you will need either a yoke off a t45 mustang or just buy one aftermarkert

i bought original a pro-50 power tower handle and it sucks. im going to order a steeda tri ax. with the tremec base the shifter i have it too fr to the right and too short/stiff. need more leverage.

also i have been for while 5.0 clutch and adapter plate. i have the canfield industries adapter and spec 5.0/2.3 flywheel. ram clutch
Function before form. Going fast is looking good!
Reply




Users browsing this thread: 1 Guest(s)