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By EDHYBLOCKER - 8 Years Ago
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I have 57 tbird building 312 now. .60 over ,G heads, domed mummert pistons and rods. Looking to convert my stock auto tranny to a manual 4 speed. Not sure what all is needed, have original rear end rebuilt and in car and wish to keep that. I am looking for a good blend of low end and low rpm at freeway speed. Any help is welcome thanks.
Gary
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By paul2748 - 8 Years Ago
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You will need the clutch pedal assembly as well as the clutch linkage from the pedal to the clutch throw-out arm.
If your going to a manual trans, go to a 5 speed. Probably just as much trouble as a toploader and you get the benefit of an O/D
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By EDHYBLOCKER - 8 Years Ago
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Thanks Paul what 5 speed would be preferable?
Gary
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By Rowen - 8 Years Ago
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EDHYBLOCKER, don't mean to cut in but John mummerts site says 93 or older mustang. I am not sure if that is for his adaptor kit or a general ease of fitment
Rowen
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By NoShortcuts - 8 Years Ago
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Welcome to the site, Gary.
Like Paul, I'd encourage you to consider a 5 speed trans. instead of a 4 speed. The extra gear will give you improved drive-ability and increased driving enjoyment. For what you're putting together, I'd suggest using a T-5. That said, there are some significant differences in the T-5s that have been produced over the past 30+ years and what is available today from TREMEC.
Modern Driveline has some helpful information about T-5s on their web site.
Click the links below to see a history of the Borg Warner T-5's development . . .
http://www.moderndriveline.com/Technical_Bits/t5_history.htm
IF you're interested in a T-5z after reading the above, look at Modern DriveLines stock number MD-552-0251. Notice that MDL offers different overdrive ratios to their customers. Consider their optional .73 overdrive ratio offering instead of going with the .63 factory TREMEC o/d ratio. I think you'll like the final drive ratio in your 'Bird with 3.56 rear gears in the rear end.
Click the link below to see Modern DriveLine's T-5z offering . . .
http://www.safepay.net/cgi-bin/shop/cart.cgi?db=mddata.txt&category=Transmission&merchant=moderndriveline
John Mummert has the adapter you'd need to put the T-5 behind your y-block. John also has the clutch, pressure plate, throw-out bearing and pilot bearing you might want to use. I suspect that someone on our Forum can connect you with the 'Bird clutch linkage, y-block bell housing and flywheel you'll need for the conversion.
JM's T-5 passenger car & 'Bird web page can be clicked below . . .
http://www.ford-y-block.com/t5in-cars-bird.htm
Hope this helps. 
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By EDHYBLOCKER - 8 Years Ago
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Charlie great options and thanks for taking the time and all the help. I think this is the direction I will be taking. Should get after it later in the year, still have the body off the frame completed working on the motor now.
Gary
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By miker - 8 Years Ago
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I've got a T-5 in the bird, and a TKO500 in the roadster. Both came from D&D, the service was excellent. Depending on your location, shipping might be less. Both mine have the 2.95 low, and the .8 o/d. The bird has a 3.7? Dana 44. I think the suggestion of the .73 o/d is a good one.
http://www.ddperformance.com/aa251-tremec-t-5-5-speed-transmission-2-95-shd/
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By charliemccraney - 8 Years Ago
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With a T5, for purely street use, you might be happier with the optional .73 od Modern Driveline have to offer.
For street / strip, go with the .63 od, because that allows you to run a shorter rear gear, which will be better for the strip, and preserve your mileage on the highway.
And depending on your cam choice, you may need a shorter rear gear just for everyday driving on the street, in which case the taller .63 od might also be better when you get on the highway.
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By NoShortcuts - 8 Years Ago
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charliemccraney (1/21/2016)
With a T5, for purely street use, you might be happier with the optional .73 od Modern Driveline have to offer. For street / strip, go with the .63 od, because that allows you to run a shorter rear gear, which will be better for the strip, and preserve your mileage on the highway. And depending on your cam choice, you may need a shorter rear gear just for everyday driving on the street, in which case the taller .63 od might also be better when you get on the highway.
Charlie's recommendations are solid and I agree completely. The camshaft you use in your 322 build and the 'Bird's intended use are pivotal considerations. My focus is street driving, stop-and-go drive-ability, and throttle response. With the displacement you've got you can certainly run something healthier than a stock de-tuned y-block replacement cam. John Mummert will steer you appropriately in terms of LCA, duration, and overlap for your intended use. While static compression ratio used to be the focus back in the day, I feel that dynamic compression ratio (when the intake valve closes), LCA, and final drive ratio are critical variables for street, stop-and-go, lower rpm crisp performance, enjoyment, and drive-ability. I've seen too many vehicles that sound powerful but don't perform smoothly pulling away from the curb or in traffic.
Again, IF you're looking to do street AND strip, Charlie's recommendations will serve you very well, too.
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By EDHYBLOCKER - 8 Years Ago
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All great feedback and well appreciated...I was thinking the Isky 4 might be a good cam choice , has the mummert rods and domed pistons, 113 heads new seats and stainless valves.
Gary
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By NoShortcuts - 8 Years Ago
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Gary. I mentioned John Mummert because you've already been working with him in getting your pistons and rods. Ted Eaton, one of our Forum moderators, is also someone I would HIGHLY recommend your talking with about camshaft selection. While many of our members have built individual engines, JM and Ted have done many more professionally for different applications and uses from street to competition.
Ted seems to turn to Isky for many of the builds he has spoken about, many times ordering custom grinds that are not catalog offering to accomplish getting what he wants for different applications in the way of intake or exhaust duration (sometimes split), lift, overlap, and LCA.
Ted can be reached at:
Ted Eaton (254)857-3339
ted@eatonbalancing.com
1060 Wolf Creek Rd., Lorena Tx, 76655
JM can be reached at:
John Mummert (619) 596-0312
John has an email address, but several have indicated that calling and talking with John is THE way to go...
IF John doesn't answer, you'll likely be talking with his son Geoff who has his share of expertise, too.
Hope this helps.
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By NoShortcuts - 8 Years Ago
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As a follow-up to Miker's input, my recollection is that Modern DriveLine did advertise a .8 overdrive offering for the T-5z at one time. It was depicted as serving those participating in road course events.
I THINK that MDL began operation in CA in 1998, but has since moved circa 2006-2007 to Caldwell, Idaho which is near Boise, Idaho.
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By NoShortcuts - 8 Years Ago
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Gary. I referenced Ted Eaton in a previous entry in this thread. You may be interested to look at the listing of articles he has posted on his Eaton Balancing web site that are y-block Ford related.
Click the link below . . .
http://www.eatonbalancing.com/blog/category/y-block/
An article in that listing that you might find of particular interest reports on Ted's rebuilding of a 292 block for street and highway use in a '56 Ford passenger car. For that particular application Ted ordered an Isky cam with a configuration not in the Isky catalog. The engine uses a 3.820 bore (312 + .020), stock 292 crank, un-ported 113 heads, and the 303 displacement puts out over 300 HP. Again, this engine was purpose built for street and highway use.
Click the link below
http://www.eatonbalancing.com/blog/2015/05/01/unported-iron-heads-can-still-make-over-a-hp-to-the-cubic-inch/
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