I installed the earlier TKO in my father in-laws 66 Chevelle behind a 396. Went well and is a pleasure to drive versus the old 4 Speed. You can actually talk while on the highway!
@@dazecars Plagiarised your work if I’m honest, went from auto to T5, rose joints, copied your bracket and a land rover slave cylinder, works great, least I can do is say thanks ! I’m in Europe so parts are difficult, 👍
@@donaldhill2775 Glad I could help and thanks for the honesty. I am a car guy first so if I can help someone make something work and not sell them something I am fine with that.
@@classics289 Hi, x member can’t find the invoice, California something, tubular one, is extremely tight but you can panel beat the tunnel a little to get more space, choice of gearbox mount rubber can make a difference too ! I also fitted a quick shift designed for a mustang 2 which further complicated matters, you can move the E brake around a bit within reason and it’s fine, I have 2 1/2 inch jba headers & exhaust and due to the H pipe I actually had to mount my E brake bracket 1 inch higher, works fine, hope this is helpful, Don Hill
31 spline output shaft I'm guessing? The biggest problem I see with installing one of these is you can't make the parking brake work. Some places are saying that you should drill out the spot welds on that underside support you showed and relocate it back a little and put the cross member on. Well you can't do that and still have a parking brake.
Great video. Any chance you will make one for a Ford 4-speed Toploader to a 5-speed TKX? What do I need to do about the 1965 Mustang crossmember? is it a matter of massaging it with a small sledgehammer or does it need to be cut and modified?
Yes and no. With a stock bellhousing and adapter plate it would bolt up BUT that is a lot of transmission for a Y block. I am not dissing on the y block but there is little to no aftermarket support so they are not a big hp and trq engine. A TKX is designed for high torque and horsepower that a Y block would never make. I would get a T5. It would be less expensive.
Yes. Easiest would be the way I’m intending to put one behind the 312 in my ‘57 T-Bird: with a Quick Time bell housing. Modern Driveline has what you’d need.
Hi. Very informative video. Unfortunately, it doesn't help me in my situation. I have a 65 Falcon with a 351 Windsor engine and a 4 speed top loader. Naturally it has the front to rear direction clutch lever action. Do you have anything to help with this setup ? Thanks. Ken
I do not all my kits are designed to work with 5-speeds and their corresponding bellhousings. The only option I know of for a toploader is to use a hydraulic throw out bearing
Very similar. The issue is the TKX is slightly taller than a T5 in front of the shifter so that could effect how the transmission is angled. If you can get it angled the same as a T5 the T5 crossmember should work but if like in the case of a first generation mustang there is a problem with it hitting the floor ribbing the crossmember might need a little modification.
It is the exact same casting but the transmission mounting bolt pattern is different. that is why I show both bellhousings in the video and talk about welding them up and re-drilling the correct pattern but getting the 3550/TKO/TKX type bell is probably a better option
yes and no. The T5 technically doesn't fit "properly" in a first Gen Mustang. It tilts down a couple degrees more than it should but still works. The TKX is the same basic shape as the T5 but due to it being slightly different in front of the shifter the Mustang floor strap will hit or the TKX causing it to be tilted down a couple more degrees than the T5. IMHO the T5 is at the max angle so if you want to run a TKX the floor pan will need to be modified.
depends on the build. A stock(ish) 351 in a light car like a Mustang would likely be Okay with a z spec T5 as long as that T5 is built with counter a gear stabilizer AND as long as the rear end is stock(ish) and tire width is stock(ish). In other words the tires would likely spin before the transmission breaks but you are right at the max of a T5 so if the 351 is performance built at all (anything more than a cam) you are rolling the dice.
unless you went with a g-force or Astro Performance T5, a T5 will not be up to the task. At that point a TKX is a much better option and is a far superior transmission to the the T5 even one that has been upgraded.
When me and my friends all had Fox bodies in the early 2000s (before they themselves were considered classics). Anyway, when someone would build a high hp 302 we would only use a stock clutch. Basically the clutch would fail before the trans. A performance clutch would destroy the stock t5. It was a trade off which was faster/cheaper to fix.
@@dazecars yeah there's a couple of add ons you can do for cheap that will beef up a t5 to handle 400hp easy. Back in 2000 the easiest though was to have the clutch be the weaker link. Thing is when the t5 was designed American V8s were just starting to recover from what the EPA did to the American auto industry. Even corvettes barely had 250hp at the time. They were designed for 225ish hp. As far as getting a beefier trans into a classic mustang, well they weren't really meant to be street killers either. I think they were originally marketed towards upwardly mobile young women. So the trans tunnel for a compact falcon is going to have issues fitting a modern 6 speed tranny. Even squeezing the hated (well I do anyway) Aod into a classic is a P.I.T.A. but having overdrive for anything other than a trailer queen is more than just a convenience.
Makes sense, I have a friend that rebuilds T5s for a living and in his experience most failures happen on power shifts between 2nd and 3rd. The biggest problem is flex in the case causing the counter gear to move enough that it doesn't mesh properly with the gears on the main shaft and then bad stuff happens. Granny shifting it would likely eliminate that problem.
I installed the earlier TKO in my father in-laws 66 Chevelle behind a 396. Went well and is a pleasure to drive versus the old 4 Speed. You can actually talk while on the highway!
That overdrive gear makes all the difference in the world.
This was an extremely thorough and informative video.
glad I could help
great video" most of us are in limbo when it comes to whats different and what works with the 5 speed Tremecs. Now we now 🙌
Glad I could help!!
The best explanation that anyone could have given... much appreciated.
(Edited for my poor typing ability)
Glad it was helpful!
Fitted a T5 to my mustang with the help provided by your website, thank you !
Glad I could help!!!
@@dazecars Plagiarised your work if I’m honest, went from auto to T5, rose joints, copied your bracket and a land rover slave cylinder, works great, least I can do is say thanks !
I’m in Europe so parts are difficult, 👍
@@donaldhill2775 Glad I could help and thanks for the honesty. I am a car guy first so if I can help someone make something work and not sell them something I am fine with that.
What cross member did you use and how did you get the parking brake to work? And did the floor support interfere?
@@classics289 Hi, x member can’t find the invoice, California something, tubular one, is extremely tight but you can panel beat the tunnel a little to get more space, choice of gearbox mount rubber can make a difference too ! I also fitted a quick shift designed for a mustang 2 which further complicated matters, you can move the E brake around a bit within reason and it’s fine, I have 2 1/2 inch jba headers & exhaust and due to the H pipe I actually had to mount my E brake bracket 1 inch higher, works fine, hope this is helpful,
Don Hill
31 spline output shaft I'm guessing? The biggest problem I see with installing one of these is you can't make the parking brake work. Some places are saying that you should drill out the spot welds on that underside support you showed and relocate it back a little and put the cross member on. Well you can't do that and still have a parking brake.
I have not installed it yet but I should be able maintain the parking brake. It will require a custom built crosmember.
my 67 parking brake linkage is not connected to the crossmember.
@@markr2005 true, sorry. I was talking about the 64-66 Mustangs.
👍
Great video. Any chance you will make one for a Ford 4-speed Toploader to a 5-speed TKX? What do I need to do about the 1965 Mustang crossmember? is it a matter of massaging it with a small sledgehammer or does it need to be cut and modified?
I don't currently have a toploader to compare it too. You would need to cut out the rib ad then reinforce that area
Thanks, great summary!
Glad it was helpful!
So what you are saying is when I get ready to bump up to the TKX have a professional do it for me ... Thanks for the information
Glad I could help
Would it work on 63 y block f100 ,great video thank you
Yes and no. With a stock bellhousing and adapter plate it would bolt up BUT that is a lot of transmission for a Y block. I am not dissing on the y block but there is little to no aftermarket support so they are not a big hp and trq engine. A TKX is designed for high torque and horsepower that a Y block would never make. I would get a T5. It would be less expensive.
Yes. Easiest would be the way I’m intending to put one behind the 312 in my ‘57 T-Bird: with a Quick Time bell housing. Modern Driveline has what you’d need.
quicktime offers excellent parts but their prices are IMHO about double what would be reasonable.
Hi. Very informative video. Unfortunately, it doesn't help me in my situation. I have a 65 Falcon with a 351 Windsor engine and a 4 speed top loader. Naturally it has the front to rear direction clutch lever action. Do you have anything to help with this setup ? Thanks. Ken
I do not all my kits are designed to work with 5-speeds and their corresponding bellhousings. The only option I know of for a toploader is to use a hydraulic throw out bearing
I have heard the slip yoke for a TKX is the same as a C6 slip yoke. Can anyone confirm?
TKO and TKX Slip Yoke, also fits T-45, TR-3550, and C6 transmissions
What about the transmission cross member mount?
Very similar. The issue is the TKX is slightly taller than a T5 in front of the shifter so that could effect how the transmission is angled. If you can get it angled the same as a T5 the T5 crossmember should work but if like in the case of a first generation mustang there is a problem with it hitting the floor ribbing the crossmember might need a little modification.
Would this automatic transmission fit 305 Ford 1966
This is a manual transmission not an automatic
are the lengths of transmission the same T5 v TKX?
yes they are the same
Great job explaining things...
Thanks!
What flUID would you recommend for this TKX
Dex III. I prefer synthetic
@@dazecars like a Mobil 1 synthetic ATF??
@@riomekilo895 The brand of the synthetic really does matter as long as it is dex III
Will the t5 bellhousing fit a tkx transmission
It is the exact same casting but the transmission mounting bolt pattern is different. that is why I show both bellhousings in the video and talk about welding them up and re-drilling the correct pattern but getting the 3550/TKO/TKX type bell is probably a better option
@@dazecars oh ok thanks
👍
So your saying this will fit in a 66 mustang coupe?
yes and no. The T5 technically doesn't fit "properly" in a first Gen Mustang. It tilts down a couple degrees more than it should but still works. The TKX is the same basic shape as the T5 but due to it being slightly different in front of the shifter the Mustang floor strap will hit or the TKX causing it to be tilted down a couple more degrees than the T5. IMHO the T5 is at the max angle so if you want to run a TKX the floor pan will need to be modified.
@@dazecars well I have a 351 that is going in the car so I don’t really have an option do I? 🥲
depends on the build. A stock(ish) 351 in a light car like a Mustang would likely be Okay with a z spec T5 as long as that T5 is built with counter a gear stabilizer AND as long as the rear end is stock(ish) and tire width is stock(ish). In other words the tires would likely spin before the transmission breaks but you are right at the max of a T5 so if the 351 is performance built at all (anything more than a cam) you are rolling the dice.
@@dazecars yea it’s a 418 stroker with dome top pistons. Def more than the t5
unless you went with a g-force or Astro Performance T5, a T5 will not be up to the task. At that point a TKX is a much better option and is a far superior transmission to the the T5 even one that has been upgraded.
Nicely done.
Thanks!
When me and my friends all had Fox bodies in the early 2000s (before they themselves were considered classics). Anyway, when someone would build a high hp 302 we would only use a stock clutch. Basically the clutch would fail before the trans. A performance clutch would destroy the stock t5. It was a trade off which was faster/cheaper to fix.
That is the one down fall of a T5 they are not as strong and they could be
@@dazecars yeah there's a couple of add ons you can do for cheap that will beef up a t5 to handle 400hp easy. Back in 2000 the easiest though was to have the clutch be the weaker link. Thing is when the t5 was designed American V8s were just starting to recover from what the EPA did to the American auto industry. Even corvettes barely had 250hp at the time. They were designed for 225ish hp. As far as getting a beefier trans into a classic mustang, well they weren't really meant to be street killers either. I think they were originally marketed towards upwardly mobile young women. So the trans tunnel for a compact falcon is going to have issues fitting a modern 6 speed tranny. Even squeezing the hated (well I do anyway) Aod into a classic is a P.I.T.A. but having overdrive for anything other than a trailer queen is more than just a convenience.
biggest add on is a billet counter gear stabilizer. That adds significant strength to a T5
@@dazecars yeah the stock one is flimsy.
👍
Have you installed this yet?
No it is going in my 62 Galaxie behind a 393W BUT the stroker rebuild kit I ordered in November is still on back order SOOO everything is on hold.
252 subscribers, I'm surprised, thought you would have a lot more.
My RUclips channel is a new thing so I am having to build my following.
230 torque? Wow my 88 Thunderbird Turbo Coupe puts out 240
ya the early ones are not very strong
T5 WC can handle alot of torque if granny shifted.
Makes sense, I have a friend that rebuilds T5s for a living and in his experience most failures happen on power shifts between 2nd and 3rd. The biggest problem is flex in the case causing the counter gear to move enough that it doesn't mesh properly with the gears on the main shaft and then bad stuff happens. Granny shifting it would likely eliminate that problem.
@@dazecars Has anyone seen a T5 ever blow during a Dyno run? There ya go.
Good point