i have a t5 gearbox from an eb i6 and im converting my xh v8 to manual. i also have a cluch pedal to suit

i have done some research and i just rang ford for some info and pricings and so far ive found out:

parts in need:

bell housing- $1376 (ebay - around $100 for a mustang 5.0 t5 from usa)

slip yoke - $242 (spline or leght differs, O.D is the same)( ebay - $70 28 spline suits c4 and t5 for mustang, comes from usa)

clutch assembly - $140 ( should include throw out bearing, however im getting an aftermarket unit instead)

clutsh cable $99

flywheel - $1296 (ebay - $160 for balanced cnc machined billet steel 157 tooth from aus)

spigot bearing - $25


-unsure if ithe shaft is the same
-orginal x member can still be used
-unsure on lenght of tailshaft
-computer is different but unsure if it will stil run the motor without signalk from transmision
- pin for clutch pedal can not be purchased but i can get one machined up and welded in place
- i also need a gear stick

has any body else done this conversion and has any other information to share and knows where i can get some of these parts cheaper?

different lengh input shaft.

you'd prefer to find a 8 box dude. they have the right ratios and are stronger.
the auto computer wil still run the car without the auto signal no worries.

I did this a long time ago - used an EB box (when they were new) on a Clevo (same bellhousing..)

The Ford Bellhousing wont work : The input shaft on the T5 is a different length for the 6 and 8.

Dellow automotive do a bellhousing to suit though.

Thats as much as I know right now. The rest was a long long time ago (pre 2000)

Cheers

Nigel

The T5 in the Inline Sixes are weak when they get higher torque and power into them... Unless you baby the car or don't mod it much and get the right bellhousing you shouldn't find any dramas

ford said the t5 has a different bell housing for the 6 and 8 so im assuming the dellow one is a copy of fords 8 option but obviously a fraction of the price. ive heard the only difference between the boxs is the ratios for 3rd

what about tailshaft lenght?

the dellow one he is talking about is for a cleveland, not a windsor.

dont they use the same gearboxes tho?

No. The 6 cylinder and the 8 cylinder gearboxes are different.

Although I do believe there is an adaptor bellhousing to allow a 6 to bolt behind an 8.

i ment windsor and clevo. i no there is a difference between the 6 and 8 which is bell housing and input shaft length

Cleveland and windsor are smallblocks and are all the same.
The 4.0L gearbox is as weak as piss...Get the V8 box.

That was my experience (weak) also.

The box lasted 8 months, with no burnouts. When you put your foot down you could feel the box twisting.

nice shifting box though

so what parts are needed for the conversionfor those who have done it?

what bellhousing and (if) input shaft?


also another question. what roller rockers suit the 302. which stub bolts do they take. 3/8 or 7/16?

how can people say that the six cylinder gearbox is weaker, when they both have roughly the same power, the difference is that the input shaft isdifferent length, the gear ratios are different( but the six cylinder ones are closer to the sprint they have a much better first, if anyone here bothered to read the original blue ford manual theyd know because it explains the differences

yes you are correct. an xr6 has almost the same output as my non ticford v8. why would ford make a weaker box for the six. if this were tru that means all the moded xr6s would be destroying gearboxes all the time. i think driving style might have something to do with this. the difference in gear ratios is third gear is closer to second in the i6 version

Ahh very true, but the XR6's didnt all have the same gearbox as IRC.

As for other reasons its stronger - Hey Im only saying it because thats what gearbox shops tell me. I broke a 6 cyl one easilly in second gear with a V8 under reasonable acceleration (not thrashing) (The torque delivery in an 8 is VERY different than a 6)

Nigel