I used a B&M "Ripper" shifter in mine witch came with an "S" shaped, 2" offset for the stick (forward or back). I set it so it moved my stick 2" forward and installed a Hurst (for nostalgia look) curved stick which is perfect for a bench seat! 




I love the smell of burning rubber in the morning!

Thanks Charlie.  It looks like it will work with the Lokar shifter (MSL6B2) I am going to use.  It has a double bend which will move it away from my bench seat.

The shifter came out right at the edge of the seat.  However, I am using bucket seats so the shifter position doesn't really matter for me.  I started with the factory shifter.  I'm using a Steeda Tri-ax now.  The Steeda seems pretty good but since the Z comes with a shorter throw shifter, I didn't notice any improvement there.  It does feel better but if I was to do it again, I wouldn't spend the money on an aftermarket shifter, at least not until I need to replace the factory one.  This picture is with the factory shifter.




Lawrenceville, GA

Charlie where does the shifter come through the floor at on your truck?  What shifter are you using?  I have been told that the shifter will be about 8 inches in front of the bench seat and I would like to verify that number.  I am about to place an order for a M-7003-Z transmission.

Since the Z did not come around until 1993 and I don't believe it was factory installed in anything, it's not likely that a transmission from an '89 Mustang is a Z.  If it has a 3.35 1st gear, like you said, then it definitely is not.  The Z is 2.95.  I'm looking at a picture of my transmission which is a Z and it looks like the tag has M-7003-Z on it.  The picture is not of the tag and it's not clear.  My tag is on one of the tail housing bolts, on the side where the speedo cable attaches.  I've seen websites where you can decode the tags, just like you can with rear ends.

Here's a chart.  Yours should be #169 if it is the original transmission for the '89.

http://www.allfordmustangs.com/Detailed/349.shtml



Lawrenceville, GA

Thanks for the info Charlie!!! That being said, my T-5 came out of an 89 Mustang,so technically it COULD be a T-5z???  I will have to check the tag when I get home. Will it have the "Z" designation on the tag? 

I love the smell of burning rubber in the morning!

World Class does not mean anything in regards to strength.  It was more of a creature comfort and usability upgrade.  Weaker ones can be world class and stronger ones, up to the Z can be world class (the Z is world class).  World class T5s came later in production and as the T5 aged, it tended to get stronger, so following that logic, you can say that a world class unit is generally stronger but it is not due to the world class designation.  If you pick a T5 solely on the fact that it is a world class unit, you can pick one that is not technically suitable for your application possibly over a non world class unit that is.  The world class T5s were not limited to Ford.
Ideally, you simply want a T5 from behind a V8.  The reason Camaro T5s "don't work" is that the bolt pattern does not match the pattern on Ford transmission adapters.  There may be other issues (input shaft?) that make it more difficult but a V8 Camaro T5 should work fine, if you can get it mounted.  The 2 - 3 shift is a problem (not really a problem since it is not designed as a competition transmission; it works perfectly for its intended use) with any T5.

That said, Tim and Bill have 4 cyl T5s behind a pretty stout street and turbo charged engines, respectively, and so far there do not seem to be any issues for street driving.  That is certainly not to say that there won't be problems, but they are working behind a V8.

T5's have tags, just like rear ends.  That tag is the only way to positively identify what you have and determine if it is one that you want.

Regarding aftermarket shifters and their shift stops, see this for consideration:
http://forums.y-blocksforever.com/Topic80557-1.aspx



Lawrenceville, GA

This is with a "World Class" T-5, which is found in Mustang GT's from 1987 to 1993 (this is what John Mummert recommends for his adapter). I was told NOT to use pre 87 Mustang models or ones from Camaro's or S-10's (these are far weaker models)!   I have read up quite a bit on on my W.C. T-5 and found only a couple of negative things about them. First was that power shifting from second to third could damage (jam) the syncro's. This is corrected with a good shifter with stops (I use a B&M "Ripper" shifter, with a Hurst Stick). Secondly is the aluminum "slide" for the throw out bearing. This can wear and hang up the bearing. I haven't changed mine yet, but steel replacement ones are available.

As per post 93 T-5z, I am afraid I know nothing about them. Oh and by the way, not sure if I mentioned, I am using a stock, aftermarket, Ford 10" replacement clutch and was REALLY surprised when I pulled the motor that my clutch looked like new! (The clutch dump in my vid is common practice for me!  LOL) 

Good Luck my friend! 

I love the smell of burning rubber in the morning!

Earlier in this thread I suggested you read the Modern Driveline article that delineates the development of the T-5 since 1980. The point of the article was that ALL T-5s are NOT the same in their design and construction. There have been engineering changes that make some T-5s better choices for putting behind a Ford y-block than others. While how you drive your vehicle is a factor, the torque output of a Ford y-block makes some T-5s a bad choice for reliability and service life.  There's nothing wrong with sourcing a T-5 from a salvage yard, but you want to know what vehicle to take it out of... 

Here's a piece of that Modern Driveline article...

The "Z" Spec T-5

In 1993 Ford started offering a new service unit to the Ford Motorsport crowd. The nick name T-5z comes from Ford’s part number, 7003Z. The T-5z is best described as a 1993 Mustang Cobra T-5 with 2.95 first gear set and .63 over drive. It has the best of everything. Hardened gears, short throw factory shifter, steel front bearing retainer, and tapered output shaft bearing and a seven tooth drive speedometer gear. Best of all it has a torque rating of 330ft/lbs. based on 100,000 mile usage. The stock T-5Z can handle up to 450hp with a soft locking clutch and is not shock loaded like in drag racing.
_______________________
Just as all FoMoCo 239, 256, 272, 292, and 312 y-blocks are not the same, not all Borg Warner and TREMEC T-5s are the same.    

NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

haha awesome vid..
was that with the mustang T5z gearbox ???