| So, before you invest a huge chunk of change into your mustang's driveline, you probadly want to know just what in the world are the differences between these transmissions... |
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There are several different torque ratings for the T-5. Mainly these differences have evolved over the years as Borg-Warner has beefed up the T-5 to keep up with higher outputs of the 302. 1983 was the first year the T-5 was introducted. Please avoid using this tranny for your swap at all costs. T-5s have always had a bad rap of coming apart under hard use. Its these 83-84 units that started the whole thing. Rated at a meager 265 lb/fts, you'll be finding yourself another T-5 real quick if you have any thing more than a mild 289/302 and like to hit gears.
The 1985 through 1989 T-5s were redesigned with an improved gear box and are designated as World Class T-5s. These will hold up to the typical 289/302 and are the easiest to find. 1990 and newer T-5s were further inproved with SAE 4615 steel gears and have a torque rating of 300 lb/fts. Other than buying a new SVO T-5 (T-5Z), these 90+ transmissions are the best choice for your swap if you can find one. They will take the abuse an aggresive mustang owner might dish out without breaking the bank and typically have lower milage on them. Speaking of the T-5Z, it features a stout 330 lb/ft torque rating, making its the strongest T-5 available. It also features a 2.95 1st gear and .63 5th gear as well. Of course, buying a new tranny is always going to cost more than used and the T-5Z is only a few hundred less than the Tremec 3550. If you're interesting in decoding the ID#s on your T-5, check out our Borg-Warner T-5 ID Data |
The T-5, while a good reliable tranny for the average pony car, just is not designed for SERIOUS use (ie. racing). Even the T-5Z, while able to take the beating most people dish out can still come apart under aggresive use. I had a T-5Z until it let loose a few years ago. The Tremec 3550 was designed to be a strong and reliable replacement for the T-5 for those who needed a little more. In addition to being stronger, the Tremec also fits much nicer than the T-5 in a classic mustang and doesn't require any mods to your original bell housing. I found with a T-5 the shifter was further away from me and off to the right as well. With the Tremec, the shifter comes up dead center though the tranny tunnel and is easier to reach. Another plus is the shifting is also much smoother with the Tremec compared to the T-5, once it breaks in. The Tremec has been noted for being a bitch notchy for the first 500 miles. If you can afford it, the Tremec 3550 is the way to go (IMHO). The Tremec TKO is the next step up from the 3550. It features a larger 26 spline input shaft and 31 spline output shaft to further increase its torque capability. This means a new clutch disc, special yoke and drive shaft, increasing the overall cost of installation. The TKO is pretty much an overkill for 95% of all street cars, but the added security is nice to have. Its torque rating is 400+ ft/lbs which is more than sufficient for most small blocks.
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