4-spd Transmission Choice for lower class Ford US/VS/WS cars

[PROSTOCKTOM]

I guess I should have also asked which of the available transmissions would be the most efficient with the least lose of horsepower?

I would think a G-Force of Jerico would be a power eater on a 2.3L engine, but that's why I am asking questions to learn.

I'll have to check into the T5 ratios and see what was made.

Thanks

[FED 387]

Look at modern driveline.com go to the tech alley section everything you want to know about T5 and Tremec transmissions gear ratios etc. Fed387

[Mark Yacavone]

Originally Posted by PROSTOCKTOM

I guess I should have also asked which of the available transmissions would be the most efficient with the least lose of horsepower?

I would think a G-Force of Jerico would be a power eater on a 2.3L engine, but that's why I am asking questions to learn.

I'll have to check into the T5 ratios and see what was made.

Thanks

The T-bird Turbo Coupe had the 3.97 low gear in the T-5 , but I'd probably go with the V-8 World Class deal. with the closer ratios.
You are pretty much going to have to go with a 9" to get the strength and the ratio you will need anyway.
My experience with the T-5 is that they don't like to be power shifted above about 6 grand. You will probably have to slick shift 2 ,3 , and 4th to make it work, plus remove the heavy o/d gear in the tail.
Then you'll need a B&M or similar short throw top shifter.
The first time you go from 2nd to 5th, you will then have to make some kind of swing away lock out so you can still use reverse.
The T-5 is not and ideal situation, but probably the smallest and most efficient deal that you could get away with.
Pic is not the best but all I could find.

[SStockDart]

What Mark said x2

[Tom keedle]

Originally Posted by Mark Yacavone

The T-bird Turbo Coupe had the 3.97 low gear in the T-5 , but I'd probably go with the V-8 World Class deal. with the closer ratios.
You are pretty much going to have to go with a 9" to get the strength and the ratio you will need anyway.
My experience with the T-5 is that they don't like to be power shifted above about 6 grand. You will probably have to slick shift 2 ,3 , and 4th to make it work, plus remove the heavy o/d gear in the tail.
Then you'll need a B&M or similar short throw top shifter.
The first time you go from 2nd to 5th, you will then have to make some kind of swing away lock out so you can still use reverse.
The T-5 is not and ideal situation, but probably the smallest and most efficient deal that you could get away with.
Pic is not the best but all I could find.

what about a 8.8"? might use less hp than a 9"...

[PROSTOCKTOM]

Originally Posted by Tom keedle

what about a 8.8"? might use less hp than a 9"...

8.8" would probably use less HP, but he already has a good supply of 9" parts.

Plus it's easier to change if we break one at the track.

Back to the transmission discussion

Tom

[Greg Reimer 7376]

Originally Posted by PROSTOCKTOM

8.8" would probably use less HP, but he already has a good supply of 9" parts.

Plus it's easier to change if we break one at the track.

Back to the transmission discussion

Tom

How in the world would you break a 9 inch with a Pinto motor?The 8.8 would be the logical choice due to size,weight,cost and availability. If 6.14's are available, so would anything else you would need.The 8.8 uses some of the same internal bearings as a 12 bolt.It would definitely be more low friction than the 9 inch.

[Mark Yacavone]

Originally Posted by Greg Reimer 7376

How in the world would you break a 9 inch with a Pinto motor?The 8.8 would be the logical choice due to size,weight,cost and availability. If 6.14's are available, so would anything else you would need.The 8.8 uses some of the same internal bearings as a 12 bolt.It would definitely be more low friction than the 9 inch.

Greg, Of course the 8.8 would seem like the logical choice. However, all the different ratios were not available (in the 5. -- range anyway) last time I looked into this.
However, if a 6.14 is available, here's what I came up with.

First of all, I try to set up a class car to be able to run 9-10 under.
That way, it leaves room for improvement if you don't have the beans under the hood to run that at first. At least you will know where the problem lies.

So, W/Stock is a 16.40 index.
Let's shoot for 15.50. I know that you will have to run pretty close to 85 mph to go that quick.
Using a 26 x 8 MT tire, and a 6.14 gear, 7000 in the lights would be about 88 mph.
Trust me ..7000 is not too high for a non turbo 2300. Probably not high enough.
With the 6.14's , at that weight , you wouldn't need a super low first gear. Just a bit of flywheel weight to carry it out smoothly, and all the rpm you want.
That's my take... FWIW

[Mark Yacavone]

Originally Posted by Tom keedle

what about a 8.8"? might use less hp than a 9"...

Need lower than a 5.13 in that combo , I believe.

[Sean Marconette]

A 5.71 is available for the 8.8. Finding the right tire to get the RPM in the traps may be a challenge. The 9" would be a heavy and power robbing way to go. 8.8's may not have optimal gear choices or be soft gears, but they hold up behind a V8 stick car for many years before stress fractures occur.

The adapter plate was used in a stocker mustang with a Jerico and even won class at Indy a few years ago, along with setting a few records along the way. A couple of SVO's were in competition too. I do not know what trans the SVO's were running and may still be competing. One has switched to a different year and auto, the other was a D4 car. If they were running a 5.0 clutch and flywheel the adapter plate is needed for the bigger bellhousing otherwise there isn't an adjustable clutch made for that application.

What's the biggest tire that will fit the wagon?

Sean