I have to gloat here: just picked up my T5 from a SVO guy in Ft. Just in time for my swap! Muchas gracias senior!! Here is a (crude) picture of what I?ve done:ĭude, Doug: THANK YOU!!! This is exactly what I was hoping someone would do soon. This allowed the original flange to sit on top of the fork (there fore letting the bearing surface keep from bottoming out) and the flange on the bottom keeps the throw out bearing from flopping around. I basically rounded this flange, and then made a piece of steel to go on the bottom. It has a big rectangle flange on the middle of it. Here is my solution.įirst, its Chicago Rawhide parts number 6030. Then I tried a taller one, however it would bottom out on the fork and wouldn?t spin. The ford 5.0 throw out bearing will fit the fork with some modification, however I found out it isn?t tall enough to work with the OEM pressure plate set up. This is where I ran into the most trouble. There is one last issue, the Achilles heel of this swap so far, the throw out bearing. Anything that has an electronic speedo need not apply. If your using a 240 with a mechanical speedometer then you?ll have to get Napa speedo cable (though the part number escapes me), but it will mate up. There is a couple other odds and ends to track down. Pricing will obviously vary from place to place. No matter what you do, this swap will require some driveshaft modification. All of these can be handled by any professional driveline shop (my from scratch 1piece only cost around 120 dollars if I recall correctly). Apparently, the turbocoupes use an almost (if not) identical mount to the Volvo driveshaft, this would just require shorting of the front shaft. Along similar lines, most people use mustang driveshafts and have them modified to fit. I have yet to experience any problems with it, and it is quite sizeable (will have to go measure it this weekend). On mine I elected to just have a custom single driveshaft made up, from scratch. Here is another spot that has a few options. This is a picture of a modified 740 shifter: This could kill two birds with one stone, though I haven?t ventured down this road yet. This means you could use the stock OEM pilot bearing. It not only has the correct position for a 740, but the input shaft?s pilot tip is the same as the OEM Volvo m46/47 one. Another option is using the harder to find GM (typically camaro/firebird) T5. Some of the v8 conversion 740 owners who use T5?s reported that they simply used a spacer block to move the shift handle further back. The 740 shifter is further back than a 240. Shifter position for the 240 is perfect, how ever the 740?s pose a problem. The pilot bearing is a Ford 5.0 mustang pilot bearing, it?s a direct replacement for the Volvo one (fits perfectly in the end of the crank). John could just as easily get you a disc only as well. They are the same size, though I do not know if the spline count is the same size as the V8 T5. John can work out a clutch that will meet what ever horsepower goals you may have in mind.Īnother, though untested way to go is a 4 cylinder mustang clutch disc. This really makes the swap easy, everything I received fit perfectly the first time. John offers modified bell housings, the adapter plate and clutches, flywheels and other performance options. The next portion of the swap I procured from John Parker at. The v8 T5s (aka as a World Class) will handle around 300 ft/lbs of torque, plenty for most applications. While the turbocoupe ford T5?s work, they are reportedly not as strong. Its important that its from a V8 car as they are stronger, and have different gearing. I?ve equipped mine with a ?Pro 5.0? shift kit, that turns the T5 into one of the finest shifting manuals I have driven.įirst your going to need to find a T5 from a 5.0L mustang. The other nice part of the swap is the T5 has TONS of aftermarket, including short shifters, upgraded synchros ect. The T5 was almost perfectly suited for transplant in to 240?s as the shifter position was dead on, the input shaft is long enough to be ?compensated? for with the adapter plate, they came in Ford 5.0 mustangs so they are fairly common. The M47 is an even as far as power handling goes (though it does have an internal 5th gear).Įnter, the Ford T5 transmission. If third gear doesn?t let loose, it seems that the overdrives will instead around similar power levels. The M46 has a limited strength (while I?ve seen some see constant abuse behind 220whp cars, some have died numerous times in 160whp cars), they are heavy, shift poorly (in my view) and have external overdrives. One of the biggest complaints about tuning the RWD bricks here in the states is the lack of strong transmissions.
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