Don't let that sort of thing happen to you. Two of the adapter-plate-to-transmission bolts actually came completely out. My adapter plate began to separate from the transmission, which caused the clutch disc to deteriorate rapidly. If you don't use thread locker on every vital bolt and fastener, horrible things could happen. Why is this the second thing on the list of parts? Because I forgot it on my original installation. This is 1993 Cobra spec transmission with all the bells and whistles to make it as beefy as possible. Besides junkyards and rebuilt units, another option is to buy a brand new T5 Z from Ford Racing. Any year from 1985 to 1993 is compatible, but if you're getting a junkyard unit, the lower the miles, the better. World Class Borg Warner T5 from a 5.0 liter V8 Ford Mustang. Depending on your specific desires, you can add or subtract certain parts. These are the things you'll need for the swap. M46 on top, T5 with Volvo bellhousing on bottom Parts list: The gear ratios are very nice for a turbo redblock. With an aftermarket short-throw shifter installed, it is a very pleasing transmission to drive. It can handle from 300 to 330 ft/lbs of torque, depending on year.
#Ford t5 transmission for sale manual
The Borg Warner World Class T5 transmission is a strong manual gearbox with 5 forward gears and a reverse. While the T5 came in a much wider range of cars, for use in the 240, this is the most compatible of the T5s available. T5 without bellhousing on top, M46 on bottom T5 information:įor installation in a 240, the desired transmission is a T5 from any V8 Ford Mustang from 1985 to 1993. It is common in junkyards, and well-known at any American transmission shop. The T5 was a very popular transmission in the US, appearing in both Fords and Chevrolets. Which is the best transmission is open to debate. People have swapped in the Volvo M90, the Getrag, Toyota Supra transmissions, and T5's, among others. There are as many options as there are transmissions. In order to handle the power you're hoping to make, a transmission swap is in order. At some point in any roadmap of Volvo modification, the transmission will become the weak link. Volvo's manual transmissions that came in the 240 series, the M46 and M47, are not strong enough to indefinitely handle the power that modified redblocks are capable of putting out. For instance, the Avalance adapter allows use of the Volvo fork and bearing, while the adapter I used required adapting the Mustang fork. Be forewarned that some of my instructions may not apply to the Avalanche adapter. I've done business with Avalanche before, and if I need to do another T5 swap, I would probably buy an adapter from them. It also allows you to attach the T5 to an upright-mounted engine, if necessary. Avalanche Performance now markets an adapter that doesn't require machining of the Volvo bellhousing. Since then, there have been significant developments in the T5 swap arena. When I did this swap, the only source for adapters was John Parker at Vintage Performance. I am not a mechanic, and I disclaim any liability for anything you do to your car. In this article, I will only cover the swap into a 200-series Volvo, since the swap into the 700-series has some differences and I have no experience in that regard. I owe thanks to everyone who has done this before me. I'm not the first person to put a T5 into a 240, by far, but I felt that a concise, step-by-step guide might be useful for people interested in this swap. The T5 Swap: Replacing your Volvo's M46 or M47 with a Borg Warner T5 transmission
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