This is a question that gets asked on the web many times over: "I can't get my hands on a 5 speed manual conversion for my E series V8. Can I use the gearbox out of a six?" The answer here is yes, but with small modifications.

A typical manual conversion for a V8 would cost anywhere from $1500 to $2500 and that is for 2nd hand parts off a wrecked XR8. When my ED V8 wagon blew up its auto box, I decided that it was time for a manual. This is what I did:

1) Bought a 6cyl T5 with gearstick. Mine is from an EA.(we'll come back to this later);
2) Bought a new manual pedal box;
3) Bought a new clutch cable;
4) Bought a second hand gearstick boot with console bit;
5) Bought a Dellows EB V8 bellhousing;
6) Bought a Dellows Windsor 302ci flywheel;
7) Bought a gear knob;
8) Bought a EB GT and ED XR8 Sprint spec clutch;
9) Bought a V8 specific tube or sleeve that fits over the input shaft.
10) Bought a spigot bearing, thrust bearing and clutch fork(from Dellows)

Now the input shaft on the V8s are about 30mm longer than the 6cyl shafts. Dellows put me onto a mob that elongate the shaft. This cost me $45. The splines for the clutch are the same.

When I got all the parts home, I found out that I had to buy small dowels and bolts for the flywheel and clutch. With that sorted, I bolted everything together. I removed the dead auto, the oil lines to the radiator and the shifter. I spent a full day removing the auto spec pedal box and replaced it with the one with the clutch pedal. If you DON'T have a manual spec ECU, DO NOT DISCARD THAT GALVANISED METAL BOX ATTACHED TO YOUR AUTO PEDAL BOX. I'll explain why later.

I re-used the auto crossmember and the wagon's original tailshaft. I also replaced the speedo gear out of the manual box with the one from the dead auto so that my speedo read correctly. Speedo sensors and cogs are the same between the BTR and T5.

One thing to look out for is how you put on the flywheel. They have a counterweight on them as the Windsor is externally balanced so take note how you take off the flex plate and where the counterweight is relative to the crankshaft for when you bolt the flywheel on.

On the auto gearbox loom, there is a starter inhibitor switch. Depending on what rocks your socks, you could wire these wires to the manual box inhibitor switch or did what I did and brigded the terminals. No starting problems now.

Assuming that your car runs and drives, you may notice that there is some acceleration deficiency down low in 1st. That is because your original ECU needs a signal from that galvanised metal box that is attached to your old pedal box. Without this signal, it reduces the engine's torque by taking out some ignition advance. There is a way to fix this by reading what I posted in this thread: forums/5-0-ecu-options-manual-conversion-discussion-t48222.html

I can verify 100% that this will fix this issue. Of course, if you can find a suitable XR8 manual ECU for your conversion there is no need to do this.

I'll try to remember what all this cost me in the end:

Dellows: bellhousing -$400, flywheel -$400, clutch fork and bearings -$100
Clutch: $450
Modified input shaft and V8 sleeve: $110 (Gearbox Factory somewhere in Sydney. Dellows will have this information)
Clutch cable: $60
Gear knob: $20
Gear oil: $30
Gearbox and pedal box: $600

Total:$2170 all approximate as prices now will be different to those back in 2004. Chuck in a few bucks for the electronic fix for the ECU side of things.

Now, remember my box is from an '88 EA. The EAs so I've been told have a lower 1st gear. They didn't have a reverse brake either and apparently are very brittle and fragile. Mine has lasted nearly 4 years and is still going. It makes the same whines through 2nd gear as it did back in 2004. I don't see a need to drop the clutch at every given opportunity nor do I drive like d**k Johnson and smash the stick into each slot when driving. I don't drive like a poofter either but if you have an inclination to do what I described above, the box may not last long and all those nasty rumours about the EA T5 may prove to be true for you.

Happy driving......

Last edited by banarcus on Fri Jul 24, 2009 8:13 am, edited 1 time in total.

It's after you put it together yourself that you realise you should've just bought a conversion from a wrecker anyway..

Yep, Hindsight's lovely - and we all have it.

Good work Mark - at least it does give an option to those that can't get hold of a complete V8 manual conversion.

seems like a good swap to me, now if he ever needs to change the box again he will find it cheaper and easier to find a 6cyl box..

also in that cost is a brand new clutch...

What I should've explained before was the fact that I bought all new parts except for the gearbox itself which added up to about $2200 and that was 4 years ago when these were rare. Now at the time, Windsor 5 speed conversions were $2500 at the very least and that is if you could find one. Most were $3000 and upwards and that comes with a glazed flywheel, 2nd hand clutch, cable and pedal box. Unknown condition really.

If my EA 6cyl T5 dies, I wont cry at the cost for a replacement box as gogetta pointed out.

The only hindsight would've been a manual ECU but then again, I sorted that problem out over time as you wouldn't know the difference now

Could this thread be stickied? The amount of PMs and what not justify it being a little easier to locate on the forums. Thanks..

hi,can i use the bellhousing and fly wheel off my auto box to do a manual conversion.(93 eb 302)my auto is buggered.i was thinking of trying to fit a six pot manual.whatcha reckon?thanks darren.

EB ie EB - EL V8 bellhousing to suit a 6cyl T5 box. The V8 bellhousing differs in appearance from the factory bellhousing.

Everyone with a V8 spec box 5 years ago wanted silly money for them thus the reason why Dellows did the 6cyl T5 to V8 bellhousing for anyone with a V8 E series and a EA-EL 6cyl T5 they wanted to use.

Plus, most Ford V8 T5s that are for sale are all ready fitted with their bellhousings.

Ash, my bet is that the Dellows bellhousing is the same as the factory in dimensions, hole positions etc. Everything except for the appearance and lack of any external ribbing of the factory one. It had "EB V8" cast into it.

What gearbox do you have? If it is a 6cyl T5, ask them for a V8 manual conversion. The bellhousing that they gave me had the factory cable setup position like the E series V8s. The 6cyls had their cable come out of the passenger side with a mega long cable.

I'm not up to speed regarding the differences between the ring gears of windsors and clevelands, but the Dellows bellhousing suits E series windsors with the factory starter motor and positioning. They're probably hesitant on sellling you a E series V8 housing because you are wanting to use it to mount a T5 to a cleveland, which will mount up, but have the problem of your starter motor and its position. I'n having a guess there mate.

And yes, I had the 6cyl T5 input shaft lengthened to suit the bellhousing. The 6cyl length is too short.

It's a shame mate, I really only got rid of mine in the last few months or so. I could've made a heap of cash but all I was interested in was chucking an auto back in because of a dodgy back. You could've had mine for next to nothing.....

I hope this helps

Hey banarcus, in your first post you mentioned "9) Bought a V8 specific tube or sleeve that fits over the input shaft."

Is that to do with the lengthening of the input shaft, or would that be required regardless.

ie, would a V8 T5 need this tube/sleeve?