opie_803

ok, i am starting to lean toward the manual side... if i go this route, i will most likely be getting a t5 out of a another vehicle. cant afford a new one. so here comes my list of questions. what vehicle is best to get a t5 from for better gearing or are they all the same? how can you tell what gearing is in them? (someone stated they had a 3.27:1 first gear) some of the t5s are cable actuated and some hydraulic, which will work best for me? are the clutch pedels hard to find and expensive? i know i will need a flywheel and clutch kit, will my starter need to be replaced? how hard is it to locate a bell housing?
my motor is a 351c, will that present any particular problems in the swap?

thanks guys for your input.

tyler72

The bell housing and starter will need to be from the T5. Flywheel should be the same as factory, but go to a parts store and compare tooth count between your 351C flywheel and a newer 5.0 flywheel (ask for one of each and then open them up and compare). The T5s from the 93 Cobras are about the best to get, if you can find them. They are the World Class T5s. Also, kits are available to do either the cable or the hydraulic style clutch, so either one can be made to work.

opie_803

thanks tyler

1971mach1

I got the Tremec TKO-500 in my 71 with a 351C (first gear is 3.27). It was recommended over the T-5 WC because the 351C's stock torque is 370ftlb and I probably will modify that some. Not sure if the TKO fits in a 69, but it fits without cutting in a 71.
From what i've heard, the bell housing bolt pattern for the 351C is the same as for the windsor v8s.
See the gear ratios at
www.ddperformance.com

racin66coupe

remember though, that a stock t5 can only handle around 330 ft lbs of torque.. just be aware if you plan on modifying the engine down the road.

opie_803

i think the engine has already been modified/rebuild prior to me getting it. it has headers, edlebrock 750 carb and intake and was told it had a mild cam. i plan on finding more out about it this winter when i get it out of the car. i am going to drop to a 600 cfm carb and put the stock manifolds back on (headers are rotted out).

unsure of the performance #s of the motor now but if the tires are spinning, how much torque are ya really putting to the ground? lol

vescotech

I would go with the manual. The aod has a direct drive in 3rd and od. It uses a shaft that splines into the convertor to drive direct. You have no torque multiplication im 3rd or od. They work ok but take some getting use to.

gothand

FWIW, I had 394 ft-lb of torque at the rear wheels and the T-5 lived just fine. As long as you're not doing monster clutch dumps and you put an aftermarket shifter with positive shift stops, you'll likely be fine.

opie_803

i didnt buy the car to trash... more for the nystalgia of a classic muscle car but i do want the driveability of an overdrive. i do think the t5 will suit my driving style just fine as would the AOD but not as fun. these cars were not designed to handle like the cars of today. they can get close with lots of money... which i dont have. state employee ya know. lol

1971mach1

Everyone's situation is different. The T-5 may be right for you. The max torque
is usually at higher rpm, so if you're not going to do hard launches, you're probably fine.

This conversion was beyond my capability and available free time or patience.
Plus I figured the car would be worth more with a documented professional conversion.
Also I have found it's usually better to spend a little more on over-engineered part than to find out later the part is not up to the task, especially when the part and/or installation is relatively expensive. For the same reasons, a used trans was not concidered.

The Modern Driveline site has alot of info too, and they now make clutch pedals for 69-70s. Finding one was a big issue with the 71 conversion.