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

[PROSTOCKTOM]

I am helping a friend build a W/SA Pinto wagon and wondered if we decided to run it under W/S what the best transmission choice would be for it?

I know there are several guys running stick classes with a 2300, but don't personally know any of them or if they would even share any information about what they are using.

Also do you need to run a blow proof bellhousing in lower class stock?

If so what are guys doing to acquire a 2.3L blow proof can?

I am sure he's not going to order a $3200 Trick Titanium bellhousing, so will need another option if it's required.



Thanks,

Tom

[Rory McNeil]

The NHRA rulebook says that any V8 with a stick needs a SFI bellhousing, no mention about 4 or 6 cylinders. I recall that Jim Caughlin somehow adapted a SB Ford bellhousing on his 2.3 Super Stocker, maybe check with him. As for a transmission, I don`t know how strong the factory Pinto 4 speed is, but I doubt you would hurt a BW T5 in a light 4 cylinder car. A production 5.0 Mustang T5 has a 3.35 low gear, not sure what a 2.3 T5 has, but likely in the 4.0 range, which would make for a really wide drop between gears. You would need to disable 5th gear to be legal in a Pinto, but you would never use 5th which is overdriven anyhow. You can buy face plated T5s if you wanted to spend some money, or maybe talk to Jerico or G Force if you want to spend a bunch more.

[Bill Bogues]

Back in an earlier time a friend of mine ran a 2000 cc pinto wagon in W stock. At a points meet he ran under the record but broke the stock trans. We ran down to a local junkyard, bought a trans for $75.00, came back to track put it in & he ran under for a backup and got the record. Ah the good old days.

[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

[ALMACK]

Originally Posted by Rory McNeil

The NHRA rulebook says that any V8 with a stick needs a SFI bellhousing, no mention about 4 or 6 cylinders. I recall that Jim Caughlin somehow adapted a SB Ford bellhousing on his 2.3 Super Stocker, maybe check with him. As for a transmission, I don`t know how strong the factory Pinto 4 speed is, but I doubt you would hurt a BW T5 in a light 4 cylinder car. A production 5.0 Mustang T5 has a 3.35 low gear, not sure what a 2.3 T5 has, but likely in the 4.0 range, which would make for a really wide drop between gears. You would need to disable 5th gear to be legal in a Pinto, but you would never use 5th which is overdriven anyhow. You can buy face plated T5s if you wanted to spend some money, or maybe talk to Jerico or G Force if you want to spend a bunch more.

I was thinking that using an adapter plate between the block and the bellhousing was a no-no in Stock. Might be legal in SS tho.

That leaves a racer using a factory bh or the Quicktime unit:

https://www.holley.com/products/driv.../parts/RM-4055

My plan for my 2.3 next year is to use the Quicktime bh with a 94-98 SN95 T5 and a Fox V-8 input shaft.