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1. [Fot] T5 conversion (score: 1): Author: 19to1tr6@comcast.net; Date: Sun, 21 Dec 2014 23:41:56 +0000 (UTC); hello I am consideringB making the T5 conversion and with so many different T5s B can anyone suggest the easiest one to work with. This is going into a TR6B B thanksB B Rob __________________________; /html/fot/2014-12/msg00092.html (9,138 bytes)
2. Re: [Fot] T5 conversion (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Mon, 22 Dec 2014 07:54:11 -0500 (EST); Hi, I'm not an expert on this, so I'm totally open to ither comments on the matter... My first comment would be that it's not clear that a T5 would give any benefit other than being an inexpensive re; /html/fot/2014-12/msg00093.html (11,581 bytes)
3. Re: [Fot] T5 conversion (score: 1): Author: John Hasty <jhasty@mhc-law.com>; Date: Mon, 22 Dec 2014 15:16:08 +0000; There are many rations available for the T5...I like 2.87 1.89 1.28 1.0 0 .75 also 2.42 1.53 1.23 1.00 .75. The last time I checked with SVRA a 5 speed is OK since we have 5 speeds with stock trans.; /html/fot/2014-12/msg00094.html (13,366 bytes)
4. Re: [Fot] T5 conversion (score: 1): Author: "J.C. Hassall" <jhassall@gmail.com>; Date: Mon, 22 Dec 2014 16:24:11 -0500; Who makes a bell housing adaptor? Does the crank have to modified for the input shaft bushing? I assume (uh oh) that clutch/PP can be adapted to the wet sleeve crank? My curiosity has been piqued. Ji; /html/fot/2014-12/msg00095.html (13,237 bytes)
5. Re: [Fot] T5 conversion (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 23 Dec 2014 10:00:19 -0500 (EST); Hi, As far as I know, there is no crank mods needed for the T5 conversion. It looks like they supply an alternate pilot bushing for the kit. You can read the installation instructions at: www.dupontm; /html/fot/2014-12/msg00097.html (10,497 bytes)
6. Re: [Fot] T5 conversion (score: 1): Author: "Robert M. Lang" <lang@isis.mit.edu>; Date: Tue, 23 Dec 2014 10:19:42 -0500 (EST); Hi, Last point for now, then I'll shut up. If you look at the list of T5 ID numbers here: http://www.britishv8.org/articles/borg-warner-t5-id-tags.htm you'll see that there are lots of different rati; /html/fot/2014-12/msg00098.html (9,936 bytes)
7. Re: [Fot] T5 conversion (score: 1): Author: "Joe Boruch" <jaboruch@netzero.net>; Date: Wed, 24 Dec 2014 18:34:34 GMT; Rob, I think it will depend on whose conversion kit that you use. There are differences with input shaft lengths. I made my own conversion and used a T5 from a 1995 6 cylinder mustang, which has a lo; /html/fot/2014-12/msg00110.html (9,642 bytes)
8. Re: [Fot] T5 conversion (score: 1): Author: Larry Young <cartravel@pobox.com>; Date: Wed, 24 Dec 2014 13:07:56 -0600; It should be mentioned that some groups don't allow a 5-speed (e.g. CVAR). The jump from 2nd to 3rd is one reason I switched from a 3.7 close ratio to a 4.55 close ratio with overdrive. With the late; /html/fot/2014-12/msg00111.html (11,409 bytes)
9. Re: [Fot] T5 conversion (score: 1): Author: John Hasty <jhasty@mhc-law.com>; Date: Thu, 25 Dec 2014 00:17:13 +0000; Neat! I agree having run Larry's car for 4 years now, but not being able to find syncros that work are costing me at least a second or two a lap. This makes a T5 really appealing Sent from my iPhone; /html/fot/2014-12/msg00117.html (12,303 bytes)
10. Re: [Fot] T5 conversion (score: 1): Author: Larry Young <cartravel@pobox.com>; Date: Fri, 26 Dec 2014 12:17:57 -0600; I have seen the Dolomite Sprint gearset ratios frequently stated as 2.19, 1.57, 1.23, 1.00. I counted : 26,29,33,33 on the main shaft and 31,28,25,16 on the counter shaft. Unless I'm mistaken, that g; /html/fot/2014-12/msg00128.html (10,337 bytes)

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