[Th3 Cavalry]

The front seal on my A4LD went out, so Im going to replace the seal this weekend. Any do's and don'ts?

Next, I plan on doing a turbo swap soon, and wanna go ahead and get my T-5 put in sooner then the turbo swap. Will a T-5 from a 5.0 bolt right up to the 2.3 N/A and 2.3T? Iv heard the 2.3L T-5s cant handle the turbo motor, so thats why I want to know about the 5.0 one.

If theres only specific ones, can someone produce a list? So I can start looking for one now? Thanks!

[dreger]

The 5.0 t-5 and the 2.3 t-5 have different input shaft length and diameter.A 2.3 t-5 will work fine for a turbo motor.The 2.3 t-5 is rated for 240 lb torque and the 5.0 is rated between 300 and 330 depending on the year.I am running a 2.3 t-5 behind my 5.0 and it's holding just fine.The gear ratio's in the 5.0 t-5 are allot taller and farther apart.I am at work now but I will post the gear ratio and torque data on both boxes when I get home.

[Th3 Cavalry]

well see the thing is, i plan on rebuilding the the 2.3LT. Eslinger 2.6L stoker, with eslinger SVO heads, a Holset turbo pushing 34+ PSI. Im gonna get as much power as I can get out of it. And I dont want to keep changing transmissions. But the turbo motor will only get pushed to about 400HP for a while before i bump it up a bit...

[TOM RENZO]

Originally Posted by dreger

The 5.0 t-5 and the 2.3 t-5 have different input shaft length and diameter.A 2.3 t-5 will work fine for a turbo motor.The 2.3 t-5 is rated for 240 lb torque and the 5.0 is rated between 300 and 330 depending on the year.I am running a 2.3 t-5 behind my 5.0 and it's holding just fine.The gear ratio's in the 5.0 t-5 are allot taller and farther apart.I am at work now but I will post the gear ratio and torque data on both boxes when I get home.

The world class t5 that is stock in the TC has a first gear ratio of 3.97 and is rated at app 240 ft lbs. the strongest t5 is the 93 cobra T5Z and is rated at 330 ft lbs. The longer t5 transmissions came out in late v6 setups and had a longer nose md gear. Basically the only difference in the early T5 units is pilot bearing diameter. The 4 cylinder had a smaller diameter pilot bearing and the 5.0 had a larger diameter. The 4 cylinder T5 is as strong as you need for a 300 HP turbo 2.3 Above that you will need a 6 speed. My 2.3 TC ate many a t5 even a cobra one. At 330 ft lbs is only good for like 400-450 HP at best. For an every day driver they are strong enough up to 300 HP. The ratios on a 5.0 are not taller they are closer than a 4 cylinder. 3.97 compaired to 2.93 the 4 cylinder unit is taller and naturally the spacing is wider. The 5.0 is closer and the gears are spaced closer together. I just think you said it wrong. You are right about the other info. T5 is a moderately strong trans for a slightly modified engine.

[TOM RENZO]

Originally Posted by Th3 Cavalry

well see the thing is, i plan on rebuilding the the 2.3LT. Eslinger 2.6L stoker, with eslinger SVO heads, a Holset turbo pushing 34+ PSI. Im gonna get as much power as I can get out of it. And I dont want to keep changing transmissions. But the turbo motor will only get pushed to about 400HP for a while before i bump it up a bit...

Hi calvry I have built many 2.3 motors that hit the 500HP numbers. And you are on the right track. The essy head and holeste. The 2.6 stroker is real big money. And uses a unique piston and rods. You may be better off with a high block. I think that would be the best way. Have you priced out the engine. At 34+ breeze you are talking E85 or race gas. I dont know your ability but that is a sereyous motor and it is BIG BUCKS good luck to you and keep us posted TOM

[Th3 Cavalry]

see, i plan on buying a stock 2.3l mekur motor or any kind of 2.3l. I am going to put the stock 2.3L Turbo in my stang for a while and get used to it and do small mods to it (Iv heard that I can get it pushing close to 400 HP for cheap) as a rebuilt the current N/A block in it. So once the N/A block is finished, then I will be slightly used to the turbo setup. I do plan on spending $$$ on the eslinger setup, but still want the turbo motor while i build a new one.

Plus if I drop the stock on in, ill have alot of time to work on various problems and tweaks following the swap like ECM tuning and diagnosing(im going with the 86TC), wiring, intake, exhaust, suspension, and more.

might sound kinda dumb and a waste of my extra time, but i feel like thats how I should go about it.

Because just doing a COMPLETE swap with a motor that has roughly 700~800HP) without any kind of prior diagnostics could mean straight failure. I dont wanna drop the expensive puppy in there and burn it up from a misplaced ECU wire. Id rather do it with the stock turbo motor that im buying(running and everything for $200) Know what Im saying?


Plus iv almost got the supercharger for the explorer all ready to go . timing chain is bout to pop on the motor(Stupid ford 4.0SOHC) and once that does, overhauling it and everything so my 4x4 explorer supercharged and the mustang turbocharged

[Th3 Cavalry]

sorry for the extra post, but tom what you you mean "high block" ?

[TOM RENZO]

Ford has a high deck 2.3 part # M-6010-B230 it is taller in the deck area to accomidate a piston with 3 rings. Most strokers use a 3 ring piston and is not very streetable. Many stroker motors smoke like hell. You are talking a lot of money for a stroker motor. I mean like close to $5,000.00 or better. I would say more like $7,000.00. Their is a lot of sereyous work to build a big stroker 2.3 Good luck on your project

[dreger]

O.k. T-5 info.
1990 5.0 t-5
max torque 300lb/ft
1st gear 3.35
2nd gear 1.99
3rd gear 1.33
4th gear 1.00
5th gear 0.68
reverse 3.15
speedo drive gear 8 tooth
input shaft length 7.18
input shaft diameter 0.668"

1990 2.3 t-5
max torque 240lb/ft
1st 3.97
2nd 2.34
3rd 1.46
4th 1.0
5th 0.79
r 3.70
speedo drive gear 7 tooth
input shaft length 7.41"
input diameter 0.59"

The difference in length is only .23" next to nothing.
To make up for the diameter difference I used a pilot bearing from a 1983 ranger diesel and it works fine.

I have run both boxes in my 90 5.0.The 2.3 box gives you a way harder launch if you can hook it up and a nice shift from 1st to 2nd.A bit boggy when you hit 3rd.The 5.0 box is a bit soft on the launch but the shift from 2nd to 3rd is allot nicer.Also the o/d gear on the 2.3 box is just useless.All that fun of ripping down the highway is gone with the 2.3 box. This car does go to the track from time to time and my total time has not changed much but my trap speeds are higher with the 2.3 box.It seems to be holding o.k.

Hope this info helps.

[dreger]

Sorry for the extra.The t-5's with the 2.95 first gear are listed as replacement transmissions for the 5.0 mustang from 79-93.
Part numbers M-7003-A,M-7003-X,M-7003-Z.Just check the I.D tag on the trans for the number.The only ones I can't get info on are the police service tranny's.Ford won't tell us. The M-7003-Z is the strongest factory t-5 with a torque rating of 330lb/ft

[Th3 Cavalry]

well, im going to look for a 2.3L T-5. Can I overhaul this motor for it to hold atleast 600Ft-Lbs? Because if I can rebuild a 2.3L one, then thats the way I will go about it.

Am I stupid for buying the stock turbo and putting it in to work out any kinks?

I do plan on spending a few thousand on this motor, and i dont wanna mess it up due to a kink...

[Th3 Cavalry]

eerrr not overhaul the motor, i mean the tranny

[Th3 Cavalry]

DAMNIT. My explorer got broke into last night and they stole all my radio stuff including the subs and everything

[Th3 Cavalry]

im going to start replacing the pump seal pretty soon. Whats the fastest way to drop the tranny to replace the seal and replace it?

[Th3 Cavalry]

topping cuz i have a question that hasnt been answered yet.

can the T-5 out of a 2.3L be rebuilt to hold more power?

Update: got the a4ld dropped last night by myself, and im about to replace the pump seal and replace it.