<p>Wow, an integrated PPF mount? Does he have the same thing for the 8.8? Thats actually a pretty good solution. I will keep an eye on it.</p>

 

I am a little put off by anyone claiming 340+wtq and full boost at 2400rpm from a 2560R car. $1200 is also kind of nuts for two welded adapter brackets and a 5-speed bellhousing. I'll build my own.

 

<p>So basically its a chopped bellhousing somehow bolted onto the T5? Seems pretty simple. All you need is a clutch to match the input shaft?</p>

 

Well? We're still waitiiiinnngggg!

 

Might copy that myself when I start breaking transmissions on the regular next year. Those numbers don't sound TOO high, 85% of 348 gives us 296, I was making 296/270 on a dynojet with my 2560 at 17psi.

 

Don't hold your breath. The truth is that I have half a dozen higher volume, more profitable products to focus on. The T5 is a pet project and I'll sell maybe 20 units over 3 years. It will happen because I'm going to need a gearbox for my 400whp street car project, but the timeline is going to be dictated by how much time I'm able to tear away from the projects I need to focus on.

 

Here is the trans I would start looking for, " under the Ford Motorsport/For Racing and through some auto specialty shops. It's called the T5Z because it was originally tagged M-7003-Z 1352-249 (Tremec number under the World Class designation) This is the identical unit, when marketed outside of motorsport is tagged 1352-251 (Borg Warner number)"
^ Thanks to Stan Peace, Pro-Force Performance; Specializing in Rebuilt Mustang Manual Transmissions in Atlanta, GA for compiling all the T-5 info that I found.

I would like to go forward with this. I need a couple of bell housings, if you have one and would like to contribute to this I will pay for shipping. Then find a T5Z, or at least a T5 that has the correct shaft length as there are differences. The person with the kit for sale says there is an off the shelf pilot bearing solution.

 

IMO, spending for a T5Z is kind of silly. It's not substantially stronger than a standard T5 box. The box I have is out of a 3.8L V6 Mustang, and I'll put a V8 input shaft in it since that's the input shaft that all the aftermarket gearsets use. I think I paid $200 for the box. By the time you spend $1k for a brand new FoMoCo T5Z, you're most of the way to a V6 box with a G-Force gearset which has better ratios, and the G-Force guys say that the V6 boxes are the way to go anyway (it's impossible to find a V8 box that's not beat to hell).

 

I paid just under $1200 for my T5z a few years ago.

4th to 5th shift sucks.

With the above T5 to miata swap kit (or BEGI's), I still can't figure out how they get the external shifter to seal against the turret and interact with the notched lever inside. Shaft has to rotate (easy seal) and slide in & out (a boot of some sort?)

This:


to this:


You can't just remove it as it is what supplies the gate pattern to the shifter.




I guess if you are completely disassembling the trans to replace the gearset, you can have a longer shaft made up that goes thru the freeze plug and out the back. I'd think you'd want some sort of support back there for the shaft...and you'll still need to interact with the gate pattern.

 

Didnt the begi shifter modifier go above the tranny? Like every other shifter relocator ever?

Why dont you guys just use the camaro tailhousing and shifter assembly? Besides that ford t5 ppf adapter wont fit it and the speedo gear is in a different spot on the output shaft so you'd either need to get speed from a wheel or use a camaro output shaft.

 

Didnt the begi shifter modifier go above the tranny? Like every other shifter relocator ever?

Why dont you guys just use the camaro tailhousing and shifter assembly? Besides that ford t5 ppf adapter wont fit it and the speedo gear is in a different spot on the output shaft so you'd either need to get speed from a wheel or use a camaro output shaft.

 

Andrew, it looks like you've been screwing around with this idea for a few years.
https://www.miataturbo.net/general-m...lopment-63002/
(I like post 18) The 3.8L V6 could be the way to go. For some reason I thought I heard the T5Z was suppose to shift smoother, but if you're going for custom internals, probably not an issue. Did you find out what pilot bearing would work with the T5 into BP?

 

I found a chart for the different versions of the T5 but can't get it over here.
Google T5 transmission dimension chart and find the one from Transmission Technologies, its the forth one in the images section, sorry and thanks.

 

Yes, I did.

 

No, BEGI's was out the rear freeze plug thing. Everything's simple except this.

 

FYI

Quaife bell housing is available separately. Might be a handy starting point for other box conversions. $750 USD. I have no info on it. Contact Quaffle for that.

Ignore the hyperlink name, it's the right one.
https://shop.quaife.co.uk/bell-housi...inder-n47-1357

schematic http://shop.quaife.co.uk/downloads/p...-01-MX5-01.pdf

 

How goes the T5 project?

Trying to put together a transmission resource here:
https://docs.google.com/spreadsheets...it?usp=sharing

Has anyone put the Sky/Solstice AR5 in a Miata?

 

Thought I would Add, Quaife gear set in 5 speed box, 1.5 years broke second gear teeth. ~330 ft-lbs 275 Hoosier A7s

 

Still in progress, but taking a backseat to turbo kit development.

 

The 1.6 kit is taking a little longer than expected, huh?