So I want to put a standard t5 transmission into an inline six (250cid). Its currently automatic and I want to spend money on the car but want to keep the 6. Any pros and cons? Parts I need or areas I need to cut or modify? Its a 1970 Ford Maverick by the way. I am going to keep this car because Its my first car and want upgrade It with an air conditioner, weather stripping, etc.
Dunno if this helps but there were no T-5 transmissions before 1983, at least in a Ford application... The std '85-'93 OEM Stang transmission would probably be your best bet, has a 3.35 1st and .63 O/D... Watch to be sure what you're buying, often the 4cyl versions are passed off as V8 transmissions... Those aren't bad for a 6cyl, have a 3.97 1st and .80 O/D, input shaft is slightly different than the V8 units...... Others have done it, plenty of info on here if you search around...
Look for a 94 and up V6 transmission, they aren't usually abused like the V8s, it will bolt up to the 250 and they can be had cheap. I'm not sure what you would need to get the flywheel from though, those transmissions use the 164 tooth flywheel. If a 300 six flywheel will bolt up you're in business. I used the bell housing from mine bolted to my dad's 300 just to start the truck and make sure the engine would run without issue.
Because if you bolt the complete unit, bell housing and all up to that engine with a 157 tooth flywheel the starter will not engage which means the engine won't turn. I was stating that because I have no idea what is available for the 250 regarding tooth count on the flywheel but I do know what those transmission require. Can you bolt on a 300 flywheel...I don't know, again, not familiar enough. Try to help out with a little information on an outlet for an inexpensive, world class T5 and get called out on stupid BS.........
Take it easy. Nobody's "calling you out". LOL I see now you're thinking strictly in terms of using a T5 bellhousing. A 250 uses a 157 tooth flywheel, so to my mind the easy way to do this would be to get a manual trans flywheel, an old 302 bellhousing, and an adaptor to mount the tranny. The OP would have a choice of using manual or hydraulic clutch actuation.
Best way to acquire T-5 swap info is check out '65-'70 Mustang swaps, several sites with info... Excepting for the neutral balance flywheel, most other parts necessary are going to be same...
The 250 and specific SBF V8's share the same bell housing pattern. The 250 uses the same 157 tooth neutral balance Flywheel as specific SBF V8's. The common Mav 3 spd "toploader" 302 6 bolt pattern bellhouse has simple and inexpensive T5 adapter available. 250 flywheel is not easily available either new or NOS. Original 250 or alternate V8 applications can be used as long as neutral balance. 300 and Hi Performance V8 stuff is 164 tooth and external 28/50 oz balance flywheels as well as trucks, vans full size?.. Clutch is SBF application as well as most accessories. Starter is 60-90 V8, Depending on application 250/TL or V8 Z-Bar/Equalizer will work as 250 is same width as V8 at fulcrum. 70's bellhouse will have linkage setup and later T5 have cable only. The T5 swap is well worth the effort . C5DA Small Block "Toploader" bell with T5 adapter plate on D7 250 original 170 Z-bar linkage.: <> The typical 8" 70's 2.79:1/3.00:1 rear axle gearing doesn't work well with V8 T5 gearing and the 4 cyl T5 isn't too useful with lower rear-gear changes . It usually takes a complementary rear axle ratio similar to Fox/Stang's (@ 3.50-3.80 :1) to maximize the T5's accel and cruise capability with the 250's torque'y powerband. have fun
Here is how I did the t5 swap behind my 250. http://mmb.maverick.to/threads/c4-to-t5-swap-with-250-six-cyl.94894/
