I've used the SEARCH function and found some helpful info... just enough to stimulate more questions on my specifics... so pardon the separate post.

I hate the 3-speed in my `57 bird... it throws to long, it's sloppy, and three just aint enough.

I had a four speed Toploader in a Cobra kit almost 20 years ago, but I remember it as somewhat sloppy and long also.

The posts I've read make the T-5 very interesting... and obviously much more modern.

So for me, the trade-off beteen them is going to be install difficulty and degree of floor pan/frame modification.

I've read that a Chevy S-10 tail shaft can "easily" be exhanged on a Ford modle T-5 to move the shifter forward, but still wonder how much tunnel will still need to be cut away and patched. Also, some here mentioned a needed modification to the x-frame, but some more details (grafting, reinforcement, relocations) would be really helpful. And lastly, I wonder if a Mustang rear support could be modified or is the rear support totally custom.

I sounds, again from what I've read, that the Toploader is more straightforward, and perhaps somebody makes a short shift kit.

Any thoughts, challenges, and details would be greatly appreciated.

Cheers... Brian

Cylinder Index = 84

Current Experiment = `57 Tbird, Grand Rapids, Michigan

I have a 1955 bird with a toploader using the Hurst Competition shifter coming out of the stock shifter hole. I made an aluminum block that bolts to the transmission and bolted the shifter to that to fit the stock hole. I also threw away all the linkage that comes with the shifter and made my own using ball ends and 3/8 or 7/16 rods because the Hurst linkage is very sloppy but if you are not racing you could live with them.

  Vic Correnti

I am about to do a T5 in my '57 bird.  I plan to order Mummert's adaptor as it rotates the transmission slightly towards the driver, to help shifter placement.  I plan to use a hust short throw shifter base with stops on it and bolt a modified original handle on it.

Richard Miller has a T5 in his '55 Bird and has driven it all over.  It works well.  You may ask him what is involved.   The T5 is shorter than the original trans, and you can make your own mount.

I have run both Toploaders, T5's and TKO's in my sedan and the 5 spd is the only way as far as shifting, smoothness, and ability to drop the RPMS on the highway even with 4:11's.   Do not buy a T5 unless it is for an 87-93 Mustang 5.0 only!(beware of swap meet deals on 4 or 6cyl ones).

The Toploader is much stronger if you are using slicks or abusing it with a high horsepower motor. That is when a Tremec TKO come into play.  The TKO is physically much larger, and that is when major mods come into play, but it is bulletproof.

I am going to upgrade to a TKO and modify my bird before I start racing it.

Pat Fleischman

You don't want to use an S-10 tail housing in a T-Bird. The standard Mustang shifter location works well as is. The clutch disc must be changed but the pilot bearing,throwout bearing and pressure plate can be retained. A diaphragm pressure plate is a nice upgrade. The drive shaft needs to be lengthened approx 3".

The T-5 is realtively compact and fits well in 57 T-Birds.

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

I'm considering the same swap, except my car is a 57 Custom 300 (short wheelbase). Do the same modifications hold true? I'd rather have a toploader, but a T5 would be better with my 4:11 gear. The clutch modification is pretty straight forward, but what about the shifter, trans mount and driveshaft for a T5?

Dan      Kingman Az.      86409

Thanks fellas for the replies...

Vic, from your signature picture it looks like you got a nose bleeder... is that why you went Toploader, cuz it stout?  I'm gettting that that's the reason some of folks I've read prefer the TL vs the T-5.

Dan why do you prefer the TL but will "settle" for a T-5... just cuz of your axle ratio?

John, I'm pretty comfortable about the mating part (guys like you have done all the hard stuff by making parts available and identifying interchanges), and I suspect we'll be in contact commercially for several things... I got a sweet tooth for your website.

Its good to know that I dont need to shorten it with the S-10 tailshaft... cuz there were some speedo cable port mods that didnt sound inviting to me.

Hopefully Richard Miller and/or others will yet chime in with some details or even pic (woot woot) of any tunnel mods or rear support mods... that's what's got me spooked most... true confession, I'm not strong in the fabrication department.

Cheers... Brian

Cylinder Index = 84

Current Experiment = `57 Tbird, Grand Rapids, Michigan

I'd definitely do a T5 for the street. The better stock ones are rated for about 300ft/lbs. The one available from Ford Racing is good for 330ft/lbs. This torque rating is not as critical as it sounds. Even if your engine peaks at 400ft/lbs, it will not be sending that through the transmission all the time. I bet it will be rare that you exceed that specified limit. The relative handful of times you do give it all that torque, should not hurt it. mctim64 is using a turbo 4cyl mustang T5 in his truck with a stout Y and hauls a camper around with it. If that isn't proof for how tough they are then I don't know what is. They've been proven to be pretty tough behind Mustangs, on the street and strip. They have overdrive. They can be built to support about as much power as a TKO, which is realistically more than capable of handling the most powerful street Y. I believe they are lighter than a toploader. I don't know but I'd bet that there is about the same amount of work involved, so why not get overdrive. The last time I checked, a new T5 was cheaper than a toploader, by the time it is rebult - this may not be the case if you already have a toploader to rebuild.

Many of these are reasons I went with a T5 over a toploader or TKO.


Lawrenceville, GA

   I agree with Charlie on going with a T-5,after all Ford didn't put them behind 5.0 GT Mustangs so they could go bankrupt doing warrenty replacements.You may take a look at the hp/torque of your Y-block and compare it to the hp/torque of a '87-'93 5.0 GT Mustang(knowing not all those GT drivers were casual shifting).Also the price of a TKO or toploader is not cheap(check David Kee's website for prices on parts/rebuilt toploaders) where as a Z-T5 from Ford is under $1300, and with some internet shopping you can find a good rebuilt T-5 (87-93 watch the torque ratings as they arn't all rated the same)for $600.No matter which trans you go with basic parts are going to be the same--- turn flywheel(or new one) clutch,pressure plate,throwout bearing,new speedo gear,front yoke,driveshaft mods,new universal joints,shifter(and linkage if toploader)and mods to trans crossmember to name a few. The toploader trans in 4th gear is a 1.1 ratio --the T5 is either .63 or .68 in 5th which means you can run a lower rear gear around town and still have a decent rpm level at freeway speed in 5th or higher rear gear makes freeway flyer. Running in 5th(OD) your engine/drivetrain will be turning less revolutions then a toploader which means less wear on your drivetrain(longer between rebuilds) and gas savings due to increased mileage,just a few things to think about.Oh,while your on the internet check out shifters for the T5 there are several manufactures who carry them (including Hurst for that nostalgia look).  That's my 2 cents! KID

You can add any shifter handle you like to a T5.   The Mustang tail shaft shifter has a 3" stick with two threaded holes sticking up out if the tranny. 

Take any shifer handle you like, shorten it to the length that feels and looks good, drill two hole in the lower part of you handle and simply bolt it ot the stub sticking out of the T5.

I do use a Hurst internal rail shifer top bolted to the T5 with positive stops that shortens the throw, especially if you use a long handle.

No need to mess with the S-10 stuff in a TBird or '57 fand up full size.

The internal linkage and wider ratio makes the T5 superior to the toploader.

Pat Fleischman

Again, thanks for the input.   I'm about to pull the trigger then on a t-5 and have been thinking all along that the 2.9:1 first gear series is what would be right with my stock 9" rear gears and about 300 hp at the motor.  The 3.3-ish first gear setup is cheaper but it seems like it would mis the power band on a Y. 

Any thoughts on first gear ratio for sporty street and occassional tire melt performance? I need to make this call pretty quik for a number of reasons.

Cheers... Brian

Cylinder Index = 84

Current Experiment = `57 Tbird, Grand Rapids, Michigan