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Old 07-09-2018, 01:46 PM   #51
Duder
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Got a bit more done yesterday. I mated the trans to the engine for the first time and was glad to see everything should work out. The trans is a T45 5-speed from a 1999 SVT Mustang Cobra, so it originally lived behind a 4-valve 4.6. I wasn't 100% sure that everything would play nice with the 3-valve, but looks good so far. I need to decide on a flywheel, clutch kit, and hydraulic TOB, but the main goal this weekend was purely test fitting engine+trans in the car for the first time, to start converging on a final engine position.



There were two bosses on the top of the bellhousing that I cut off due to interference with the tunnel. Otherwise it looks to fit quite nicely, indeed. Shifter location is just about perfect.

This T45 is kind of a forgotten trans, which is appropriate I think. From research I found that it is more or less a 5-speed version of the T56 internally. Externally it looks vaguely similar to a T5 but I'm told that it should be much stouter. Not sure how long it will live behind the megatorks from the twin turbo V8 but if needed I could build it up with upgrade parts. Or swap to something else entirely later on. I'm curious to give it a try though.

Last edited by Duder; 07-09-2018 at 02:30 PM..
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Old 07-09-2018, 02:00 PM   #52
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I found this description of the T45. I've seen varying claims about torque capacity. I'm certain this thing will be underrated for the engine, just not sure by how much.

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Borg Warner/Tremec T45
With the introduction of the mod motor 4.6L in 1996 came the introduction of the T-45 5-speed manual transmission. All Mustangs equipped with this transmission use an 10.5" clutch. The T45 shares many attributes with the T56, so it is a strong transmission. Its weak link is the 10-spline input shaft which limits power handling. 1996-98 Mustang GT T45 transmissions had an 8-tooth speedometer sensor drive gear and a forward located transmission mount. 1996-1998 Mustang Cobra transmissions had a 7-tooth speedometer sensor drive gear and a rearward located transmission mount. 1999-2001 Mustang GT and Cobra transmissions used an electronic pickup "hall-effect" sensor for the speedometer signal and all had the rearward located transmission mount. 1996-01 T45 transmissions use the exact same shifter as the T5. The 1-2 shift fork is shared between all 96-01 T45s. The 3-4 shift fork was updated in 1998 thru 2001 and is a common upgrade for 1996-97. The reverse fork was also updated in 1998 and there are three different versions available. Speaking of reverse, the T45 was the first Mustang transmission to feature a fully synchronized reverse gear. All T45 varieties use a ribbed aluminum case with integral bell housing.

Gear ratios for the T45 are:
1st: 3.37
2nd: 1.99
3rd: 1.33
4th: 1.00
5th: 0.67
Rev: 3.22

The T45 can be found behind:
1996-1998 Mustang GT 4.6L 2V V8
1996-1998 Mustang Cobra 4.6L 4V V8
1999-early 2001 Mustang GT 4.6L 2V V8 with transmission code 6
1999/early 2001 Mustang Cobra 4.6L 2V V8 with transmission code 6
early 2001 Mustang Bullitt 4.6L 2V V8 with transmission code 6
from: https://lmr.com/products/Mustang-Tra...ion-V8-Mustang
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Old 07-09-2018, 04:47 PM   #53
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http://www.moderndriveline.com/Techn...tremec_t45.htm --- says 400 lb-ft
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Old 07-09-2018, 05:02 PM   #54
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Quote:
Originally Posted by M.H. Yount View Post
Thanks for the link. I've seen various numbers quoted between 330 - 400 lb-ft as the torque capacity but I suppose I'd have to talk with a Tremec engineer to get the straight story. From what I've read the 10-spline input shaft is the main weak point, and there's a higher spline count shaft available somewhere. This car will be more of a highway cruiser than anything; it won't be a drag car so I think I can get it to live for an acceptable period of time if I limit hard launches. Or just make sure I'm always on old, hardened rear tires.
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Old 07-09-2018, 05:21 PM   #55
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I dug up one of our old dyno plots from my file archives, which I forgot I had.

It actually made less torque than I remembered. 487 lb-ft at ~4500rpm. This run was on a Dynojet so these are rear wheel numbers, but still, I'm feeling a little better about the T45's chances of survival.



You can see what a dog the 3-valve 4.6 was originally and how less than 10psi of boost really woke it the F up.
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Old 07-09-2018, 08:30 PM   #56
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300 lb-ft was the rated capacity for the V8 Stang T5’s; 330 lb-ft for the aftermarket T5z. Suspect the way you want to use it, 3rd gear might be the weak point - it’s the furthest away from a support bearing. I’m 2 years/4000 miles into a 40k mile T5z in perfect condition behind a new crate LS3. No super sticky tires, no hard launches. Working just fine so far. Suspect the biggest unknown, assuming it’s unknown, is what kind of shape the t45 is in. Keep in mind, all these rated capacities were also linked to a manufacturer’s warranty. The trannys may well hold up to higher numbers, but not with a warranty backing them.
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Old 07-09-2018, 09:19 PM   #57
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Man that power curve is flat
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Old 07-09-2018, 11:13 PM   #58
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Love what you are building with this project. My brother and I have a project 67 MGB GT with a 289 swap in it. They used spacers on the crossmember to get that bit of extra clearance for things. Give yourself more room with spacers.
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Old 07-09-2018, 11:54 PM   #59
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Quote:
Originally Posted by M.H. Yount View Post
300 lb-ft was the rated capacity for the V8 Stang T5’s; 330 lb-ft for the aftermarket T5z. Suspect the way you want to use it, 3rd gear might be the weak point - it’s the furthest away from a support bearing. I’m 2 years/4000 miles into a 40k mile T5z in perfect condition behind a new crate LS3. No super sticky tires, no hard launches. Working just fine so far. Suspect the biggest unknown, assuming it’s unknown, is what kind of shape the t45 is in. Keep in mind, all these rated capacities were also linked to a manufacturer’s warranty. The trannys may well hold up to higher numbers, but not with a warranty backing them.
Good to hear this feedback from someone who's in the same ballpark, and point well taken about the official ratings re: warranty. I'm pretty easy on transmissions. Haven't managed to break one yet, even the silly old Super T-10 behind the LM7 in the Lemons car. My teammates broke that one

Quote:
Originally Posted by doucheNozzle View Post
Man that power curve is flat
Yeah I'll take 400-500 lb-ft from 3200 to 6200...should be sufficient for merging onto the 405.

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Originally Posted by dl242gt View Post
Love what you are building with this project. My brother and I have a project 67 MGB GT with a 289 swap in it. They used spacers on the crossmember to get that bit of extra clearance for things. Give yourself more room with spacers.
That is in the plan now for sure. It will give me more clearance for manifolds & downpipes, hopefully will allow the hood to close, makes a bit more room in the tunnel and might even make the oil pan mods less severe, if I end up gaining any clearance between engine & crossmember. Right now I'm weighing pros & cons of mounting the engine to the crossmember or directly to the top side of the frame rails, incorporating the upper crossmember bolts.
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Old 07-10-2018, 01:20 AM   #60
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Quote:
Originally Posted by doucheNozzle View Post
Man that power curve is flat
yeah so flat engine masters banned the mod motor from competing. LS what?
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Old 07-10-2018, 05:44 PM   #61
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Quote:
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yeah so flat engine masters banned the mod motor from competing. LS what?
Heh. Apparently they were banned for a few years then allowed back in, albeit in their own class. Seems that now there are only 2 classes: traditional muscle, and vintage. Some of the stuff people do for that competition is pretty weird but inventive and impressive.
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