Part# on my trans is 1352-194, and i just found out its a 4cyl t5. So now i don't no if i sould call the guy out on it that i bought it from or just use it. What do you guys think? I have a mild built roller motor and b303 cam. Im pissed to say the least.........
Was it advertised or was you told it was a v8 trans?If so,I'd def.call him out on it,and get my $ back!Hopefully he'll be understanding about it,but then again and it's sad to say...it's "buyer beware".Always do your research and homework before plunking down your cash. Good Luck.
Gear ratios are going to feel like a 4x4 truck behind a V8. A V8 T5 uses around a 2.9:1 to 3.35:1 1st gear and that one has a 3.97:1 1st. Can you say granny gear? I'd try and get my money back .............
The gears are not the only difference in the T5s. The ones for 4 cylinders are not as strong as the ones used behind the V8 cars.
Right, book shows the lowest 240 ft lbs for that T5. Also, the input shaft is different in length and the pilot shaft is smaller, which requires a special bushing to make it work with a V8. If your engine was a stock mid 70's 302, I would venture to say it would hold up OK - but even a mild build may be a bit much for it. At least it is a World Class model, so that is a good thing.
Hears what i got v8 bellhousing and i no people are getting about 100.00 for that. Got a pro 5.0 short thro shifter those are 179.00. Got a brand new flywheel its 100.00. Got a new shift fork 30.00. I gave 400.00 for the whole thing and ive got my money in the parts alone not counting trans. What do you all think, i could roll the dice and use it? If it doesn't work out sell the trans and keep everthing else. PS on the gear ratio being 3.97 on the 4cyl, thats kinda like putting gear in the rearend isn't it?
yeah, it would have more umph with the 4cyl gearing, but there's a bigger gap between 1st and 2nd gear in the 4cyl transmission. and if im not mistaken, they have a weaker cluster gear or input shaft/bearing.... something like that that makes them fail under V8 power. for just driving around, yeah...u could put it in and use it untill you find a V8 peice
Put it in 1st and spin the output shaft 1 time and see if the input shaft goes around 4 times. If you have all that V8 stuff with it, maybe (hopefully) the case sticker or tag is not right. Parts get swapped around all the time in the life of these T5's My thought is, put the best T5 in now so you don't have to repair it all later. Specially if you ever intend to "get into the gas" with your V8 ...........
I just measured the area where the pilot bearing goes on the trans and its .590 (15mm). Does this help to deterime what it is. I no now they are different, i wish i new the other night.
Well im sure now, (.670 is v8 and 4cyl is .590) its deffinatlly a 4cyl t5. Im not sure why the 4 to 1 ratio is right tho..........
3.97:1 is the 4cyl ratio for the 1352-194 T5 If you had a V8 ratio it would be closer to 3:1 I think from the pilot shaft size of .590 and the fact you get close to a 4:1 1st gear ratio - it is safe to say the 1352-194 tag is all correct. 1352-194 Ford 1989 Mustang 2.3L EFI WC X Reverse 3.70 1st 3.97 2nd 2.34 3rd1.48 4th 1.00 5th 0.79
Thanks for the info, its driving me nuts what to do. Ive been surfing the mustang forums and their is alot of guys running them. Some of the guys are running slicks and nitrous. Im not gonna race my car, maybe smoke the tires from time to time. I guess ill just roll the dice and see what happens. They said the main thing is getting the right pilot bearing. The one they said to get is for a 1984 ranger 2.2 diesel.
Sounds like a plan ............. I think at $400, all the other stuff that came with it made it an OK deal. Being a World Class model gives you a little more peace of mind against damage, as I think a WC is stronger by design over a non-WC. I know this same torque rated T5 was used with the turbo T-Birds and I know of at least one guy near me that beat the daylights out of his and it never broke. Have fun with it and see what happens, might last a long time ...........
