I have done some research on the T-5, and some of the opinions here. I have decided to run the T-5 with a 350, 11:1 CR, 3.73's, S-D Vortec base, mildly ported Vortec heads, LTR, Comp Cams 08-305-8 cam, custom chip once I learn how!! I have read both sides of the T-5 story. Some have had trouble, others have not. When I had my 88 Ford TC, I was a member of a Turbo Coupe egroup. More people than I can imagine were running at least 400hp, about the same tq., from a turbocharged 4 cyl. and the Ford version of the T-5. Correct me if I'm wrong, but aren't both versions the same as far as power capability? Anyway, some will tell me I will break it if I run slicks and a heavy clutch, ect., ect. I understand, and not to make light of their experiences, but I want to find out for myself. Mainly b/c I don't have the money foe a different one. It will be rebuilt though, so I hope that helps. I won't run slicks, and the Zoom, or McLeod clutch will be used. I will have to wait for all of this b/c of the intake. I will post results, but of course it will be awhile. Let me know what you guys think. And wish me luck, I'm sure I will need it.



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Joshua Johnston
1991 Z-28
Flowmaster
K&N
305 / 5spd. (Temporary)

 

Depends.

F-cars didn't get the 'World Class' T-5 mods until '88 or '89, at the earliest. Mustangs had them sooner. They last longer, but not forever in higher HP applicatiosn

How will it hold up depends on how hard you drive it. Transmission life is a function of a variety of things like vehicle mass, torque, axle ratio, tire size and traction, clutch type, flywheel mass and probably several more.

Obviously, a heavier car like an F body, with more torque (I'll believe a 2.3 Turbo has the torque numbers of a well built 350 when I see the dyno sheets) and bigger tires is going to put more strain on the trans, pure and simple.

Drag starts strain more. Speed shifts strain more. Heavier flywheels that store more energy strain more. Better traction strains more.

You can beef T-5s, but you still have a light duty trans beefed up for h-d use. I haven't had any problems with mine (LB9/WS6/MM5/P255 Tires/3.45 posi)... but I don't whomp on it either. And, depending on temps, etc. shifting it can be pretty deliberate.

If you want to end the discussion once and for all, you can get a Tremec 5 speed designed specifically to replace the T5 in thirdgens.

Bolts in the same places, shifter's in the right place, even uses the same speedo conncetions (depends on year, tho, check first) Mustang guys flog hell out of these things without ever hurting them.

Don't have a website, but I think you can get them through that National Drivetrain that advertises in a lot of the Emap books like Chevy HiPerformance, Hot Rod, Etc.

Good luck,

BOB

 

I understand the variables when it comes to a T-5 and duribility. Right now I don't have the money for a Tremec. As far as the HP, and TQ of a 2.3, I understand your sceptisism. But if you go to turboford.org, you won't find dyno sheets, but you will find exact recipies for 400, and 450hp. They also have links to members sites, and if you just look at the times they are running with the 2.3, you will understand the power capability. I know, I had one in my 88 Turbo Coupe. Now, I was wrong about most of them using a T-5, most of them use a C-4 from a Pinto. So, my point on that was invalid. Thank you for your input.



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Joshua Johnston
1991 Z-28
Flowmaster
K&N
305 / 5spd. (Temporary)

 

I have had pretty good results with my t-5 in my 88 Iroc. I recently swapped the 305 out of it for a mildly modded 350. AFR 190 heads, stock plenum and runners, 218in. 228ex. @ .50 cam, roller rockers and lots of other goodies. I just got back from the dragstrip tonite, ran my best time yet; 13.6 @ 104. I am still running the stock 3.08 gears with a RAM replacement rated (no more holding capacity then stock) clutch. Needless to say, this is about the 10th pass its been down the quarter in now with some pretty serious shiftin'. I mean I beat on it pretty hard! I don't expect it to last really, I thought it would have been toast by now! But to my surprise, it still acts like the day I bought the car(about 15,000k ago). It is tempramental and you do need to be carful when racing, but all in all its a good cheap solution if you don't beat the hell out of it all the time. I say keep the t-5 for now and save your money for that t-56 later on, that's what I'm gonna do! Good luck!

 

I havnt had any problems out of my t-5. I have been running it behind a 350 for 2 years now. With over 100 12 sec drag strip runs. My best time was a 12.1 at 118mph. I run the **** out of that t-5, I dont powershift because I dont see the need to when you can speed shift correctly. I beat the hell out of my t-5 every weekend at our local cruise-race spot.

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1989 Irocz
350 T-5

 

Okay, I feel better about keeping it now. I do have one question, pretty simple really, but in my 23 years of being on this earth, I have not learned the difference between speed shifting, and power shifting. I have always used the clutch. I have gotten quicker at it, but it is easier to do in my friends 2000 T-56. Can someone please explain the difference nicely?



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Joshua Johnston
1991 Z-28
Flowmaster
K&N
305 / 5spd. (Temporary)

 

I don't know which terms apply to which methods, but there are 3 basic manners of shifting...

Release the gas, push in the clutch, and shift.

push in the clutch without letting off the gas and shift.

Shift without using the clutch (and either not letting off the gas, or just partially backing off the gas)

I don't even try the whole using the clutch without letting off the gas cause when I'm in a situation where I want to go fast and shift quick, I'm very close to redline when I go to shift anyways and any increase in RPMs at that point is a bad idea.

 

Ummm...

Method #1 (releasing the gas, pushing the clutch and shifting) = granny shifting (PUNK!!!)
Method #2 (pushing in clutch, not releasing gas and shifting) = power shifting (YEAH, A REAL MAN!!!)
Method #3 (shifting w/o letting off ges OR hitting clutch) = broken trannny (DOH!!!)

Understand? Good!

 

I'm with STOCKROC on this.....I haven't had any problems with mine yet. I've got over a hundred timeslips and 115K miles on my T5 and so far so good! The key is not to powershift. I don't granny shift but I do shift fast....I just let off the gas pedal b/w shifts.


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David Tuschhoff
1991 RS Camaro M5
A SuperRammed, TPIS,
Ross, AFR, Scat, Crane,
CompCams induced 355!
My f-body page!

 

David, Do you run the T-5 behind your new 355? That is one hell of a stout motor. I went to your web site and looked at all the stuff you put on it. If you still run the T-5 with 12 sec runs, I will worry no more.



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Joshua Johnston
1991 Z-28
Flowmaster
K&N
305 / 5spd. (Temporary)

 

Yes I do have the original T-5. So far with the new engine, I've been a 12.55 @ 111.6mph only on a 1.94 60' footer. Still alot left with tuning and a good launch. Tranny is doing very well though!

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David Tuschhoff
1991 RS Camaro M5
A SuperRammed, TPIS,
Ross, AFR, Scat, Crane,
CompCams induced 355!
My f-body page!

[This message has been edited by David 91RS/Z28 (edited April 12, 2001).]

 

Lets see, what all have I broke or worn out with my T5... 2nd gear itself, and the synchros, 3rd gear and its synchros, the nylon fork pads, the dogs holding the 3rd gear slider twice, and probably some more. You guys are lucky. I'm getting a T56 soon.


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West Coast GM Shootout 2001!
1991 Camaro Z28
5.7L 5-Speed (originally 305)
13.25 @ 107.18 MPH
Southern California
Member: SoCal 3rd Gen F-Bodies
Webmaster: SoCal F-Bodies
-=ICON Motorsports=-

 

Good one Kevin!!!! Glad I got rid of mine and put that T56 in. Shifts awgul dam nice... especially going into that extra gear haha

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'91 GTA:
www.fbody.com/members/91WS6GTA