4 speed manual transmission mustang
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4 speed manual transmission mustangIt was used in most Fords and Mercurys from 1964 until 1973 as well as some foreign models. Officially designated the 3.03 three speed or Ford design four speed. The 3.03 is the centerline distance between counter shaft and mainshaft. The Toploader got its name from the fact that the access plate to the inner workings was located on the top of the main case as opposed to the side, a convention used on most gearboxes such as the Ford Dagenham or GM's Saginaw or Muncie. Distinguishing the three speed from the four is as simple as counting the fasteners on the top plate. The four speed has ten; the three, nine. Both the three and four speed top loader gearboxes were designed to function in constant mesh, due to synchronizer sleeves being used instead of sliding gears, and be fully synchronized, with the exception of reverse. Forward gears are helical -type while reverse gear including the exterior of the first and second synchronizers sleeve are spur-type gears.The 3 speed 3.03 was also the heavy duty transmission in 1960s Olds, Buick and Pontiac cars, with FOMOCO cast into the right side, but this was common in those days-remember Lincoln used GM's Hydra-Matic for years in the early 1950s. It is the Jeep T150 with a cast top cover with a cane (floor) shifter.Generally Falcons and Comets have shifters mounted forward along the housing, Mustangs rearward, and Fairlanes and full size Fords somewhere in between. Toploaders were also designed for two specific applications: small blocks like the Ford Windsor engine, and big blocks like the Ford FE engine and Ford 385 engine series.Close ratio has 28 teeth, wide has 31.Retrieved 2010-01-02. By using this site, you agree to the Terms of Use and Privacy Policy. Please upgrade your browser or activate Google Chrome Frame to improve your experience. We are currently shipping orders at full capacity. Click Here for more updates. LMR walks you through each transmission option and what Mustang they came in.http://www.acaimacunaima.com.br/datamont/userfiles/bosch-maxx-5-1400-washing-machine-manual.xml
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In this article, we'll cover the manual transmissions that were factory equipment behind V8 Mustang engines. Reverse was left unsynchronized. The input shaft is a 10-spline while the output shaft is a 28-spline. On the VIN Door Tag, the Transmission Code is the number 6. Because the SROD is unable to handle increased horsepower, they are rarely seen being used in anything other than in a restored Mustang. Gear ratios for the SROD Mustang Manual Transmission are: There were many variations over the years, so stick with me here. They are the least desirable of the V8 T5 transmissions as the gear metallurgy, synchronizer design, and bearing arrangement were based on old technology. This added a much better syncronizer design, wide-ratio gearset, needle bearings for 1st, 2nd and 3rd speed gears, and improved metallurgy throughout. In 1989, the metallurgy was once again improved on the 2nd Speed Gear, 3rd Speed Gear, and Countershaft Cluster Gear. The tooth pitch of 2nd and 3rd was revised for strength and the gear ratios were slightly altered. 1992 brought about a welcome upgrade in synchronizer facing material from organic to carbon fiber. The reverse synchronizer assembly was also revised for better engagement. In 1993, for the Cobra and Cobra R Mustang, the countershaft cluster gear recieved a special coating and the input bearing was upgraded from a torrington style to a tapered roller bearing. 1994-1995 Mustang T5's shared the same features as the Fox last variants, but the input shaft and input bearing retainer were a longer length. 1994-95 T5 will not fit Fox Mustang and 1983-93 T5 will not fit 1994-95 Mustang without extensive modification. 1983-1989 Mustang T5 was equipped with a yellow 7-tooth speedometer drive gear and 1990-1995 Mustang T5 was equipped with a light green 8-tooth drive gear. Gear ratios over the years for the Mustang T5 are: Second, Third, and countershaft gears are all double moly.http://terremeraude.com/userfiles/bosch-maxx-4-manual.xml All of the synchronizers are the latest revisions, with 3rd and 4th featuring a carbon fiber facing. It has the 93 Cobra style input pocket bearing and is already equipped with a steel input bearing retainer. The speeodometer drive gear is the desirable 7-tooth. Gear ratios for the M-7003-Z Heavy Duty T5 Mustang Manual Transmission are: The 3-4 shift fork was updated in 1998 thru 2001 and is a common upgrade for 1996-97. The reverse fork was also updated in 1998 and there are three different versions available. Speaking of reverse, the T45 was the first Mustang transmission to feature a fully synchronized reverse gear. All T45 varieties use a ribbed aluminum case with integral bell housing. Gear ratios for the T45 are:Like the T45, it uses a ribbed aluminum case with an integral bellhousing. There were no variations between GT and Cobra versions 2001-2004. In 2005, the TR-3650 received a revised case and remote mount shifter for use in the 2005-2010 Mustang GT. Like the T45, the weak spot in this transmission is the 10-spline input shaft. The output shaft is a robust 31-spline. 01-04 transmissions use a rear slip yoke where the 05-10 variant uses a fixed flange. The 3650 can be retrofitted to T45 applications if a Speed-Cal is used to compensate for the difference in speedometer signals. Gear ratios for the TR-3650 are:It's 10-spline input and 27-spline output shafts severely limited the power handling of this otherwise awesome 6-speed manual transmission. The ribbed aluminum case featured a removable bellhousing and mid-plate to allow for different fitment configurations. Aftermarket support is plentiful for this transmission, so there are an abundance of upgrade parts available to make the T56 handle whatever you may throw at it. Because of the added length of the T56, a shorter than normal driveshaft was used in the 03-04 Cobra. Gear ratios for the T56 are: The Tremec TR-6060 6-speed is based on the T56, but improved from front to back.http://www.bouwdata.net/evenement/02-mustang-gt-manual-to-auto-swap The aluminum case has an integral bell housing and the output yoke is a fixed design. Like its 05-10 GT sibling TR-3650, the 6060 uses a remote mount shifter. The 26-spline input shaft allows for much greater power handling. There have been three different ratio variations over the years. Gear ratios for the TR-6060 are: Like its Tremec predecessors (the Getrag shares no similarities otherwise) the case is ribbed cast aluminum with an integral bellhousing. The output yoke is a fixed design, but the input shaft is an oddball 23-spline. It features six forward gears with a reverse and the shifter is a remote mount design. The same transmission and gearset are used in both the GT and Boss 302. The MT82 is either a love it or hate it gearbox. There have been numerous complaints from consumers about faulty performance. However, there have been no recalls to date. Gear ratios for the MT82 are: It is designed for either a single or double overdrive application is currently used on small delivery vans and commercial vehicles, as well as performance vehicles. It has an 81mm center distance and comes equipped with high strength steel on all shafts and gears. This maximizes torque capacity and durability all while minimizing weight and package size. Also included are high capacity tapered bearings and synchronizers which contribute to low shift efforts and shifter travel. With the application of this transmission on the GT350s, this precise-shifting Tremec-3160 has proven to be on of the most sought after track-proven tranmissions for performance vehicles. Gear ratios for the TR-3160 are: Ford, Ford Lightning, SVT, Special Vehicle Team, F-Series, F150, Triton and all representations are trademarks of the Ford Motor Company. Ford, SVT, Special Vehicle Team, Ford Mustang, Mach 1, Shelby GT 500, 5.0, Cobra R, Fox Body Mustang, SVT Cobra, Bullitt, Cobra, GT, V6, S197, SN95 are all registered trademarks of Ford Motor Company. Saleen is a registered trademark of Saleen Incorporated.http://dumaxsrl.com/images/4-speed-manual-transmission-ford.pdf Roush is a registered trademark of Roush Enterprises Inc. Late Model Restoration has no affiliation with Ford Motor Company, Roush Enterprises, or Saleen. Any usage or mentions of these terms throughout our website and print ads are used for identification purposes only. You may order presentation ready copies to distribute to your colleagues, customers, or clients, by visiting Starting with the 2011 model year, the Mustang switched to a Getrag MT82 gearbox that replaced the Tremec T5 gearbox in V6-powered Mustangs and the TR-3650 in the Mustang GT. Various places online question if the MT82 was born of cost-cutting, after Ford and Getrag entered a joint venture in 2001 and used their plant in Nanching, China, to assemble the six-speeder supposedly on better financial terms than the Mexico-built Tremecs. For the 2018 model year, Ford replaced the MT82 with the MT82-D4 that had been upgraded with parts like stouter synchros, a twin-disc clutch, and a dual-mass flywheel. The Mustang owners involved in the court action say the attempted repairs haven't cured the issues, and the MT82-D4 suffers from the same flaws. Ford said before that it believes the problems noted in the lawsuit are the result of simple wear and tear. Beyond that, the automaker refused to comment on the litigation. Please move this suggestion to the side for 30 days. Check your in-box to get started. Please consider whitelisting Autoblog. But ads are also how we keep the garage doors open and the lights on here at Autoblog - and keep our stories free for you and for everyone. And free is good, right. If you'd be so kind as to whitelist our site, we promise to keep bringing you great content. Thanks for that. And thanks for reading Autoblog. A drop down menu will appear. The exact text will differ depending on the actual application you have running. It only takes a few seconds. Please follow the instructions below to enable JavaScript in your browser. The seller states that it is an A-code engine and that both the engine and gearbox were rebuilt during previous ownership. A 9? rear end with drum brakes and a number rear suspension components are also included in the sale. To learn more or opt-out, read our Cookie Policy. Please also read our Privacy Notice and Terms of Use, which became effective December 20, 2019. The sad thing is it’s just a one-off, built for this week’s annual Specialty Equipment Market Association (SEMA) trade show in Las Vegas. Ford unfortunately didn’t share too many other specifications, like range or the size of the battery, since this is just a prototype. It does, however, feature a vertically oriented 10.4-inch touchscreen in the dashboard, similar to what Ford did with the 2020 Explorer. Electric vehicles tend to be single-gear affairs, meaning there’s no need for manual or automatic shifting at all. (The new Porsche Taycan is one notable exception, with its two-speed setup.) But that doesn’t mean you can’t design a car that marries the instant torque of electric vehicles with the fun of rolling through a gearbox. It’s not necessarily a great place to read tea leaves if you’re trying to understand an automaker’s product road map, but it always offers fun prompts for the imagination. With just two weeks to go until Ford unveils its first mass-market EV, a Mustang-inspired SUV codenamed Mach E, it’s easy to let one’s mind wander down the road to a few years from now, when an all-electric Mustang with a manual transmission becomes a quirky, limited-run addition to the Detroit automaker’s multibillion-dollar push into electric vehicles — even if it’s more likely to remain the stuff of dreams. Your friend will receive an email from you with a link to our site. This redesigned MT82 features improved shift feel and revised synchronizers, making this MT82 even more of a joy to drive. This revised transmission, known as the MT82-D4, makes for a nice upgrade from the stock Gen 1 and Gen 2 MT82 found in 2011-2014 S197s and 2015-2017 S550 Mustangs. Better ratios for improved performance and driveability. The updated MT82 features improved gear ratios for better performance and driveability. The new gearing features a 1:1 4th gear with two overdrive gears that suits the powerband of the Gen 3 Coyote better and makes cruising on the highway comfortable. Smoother shifting and better synchronizers. Ford also revised the synchronizers for first gear through the fourth gear to provide easy shifting and better feel. Upgrading transmissions will require a new shifter as well.All Rights Reserved. Throughout our website and catalog these terms are used for identification purposes only. To add a new vehicle, select the year, make, and model at left. Our payment security system encrypts your information during transmission. We don’t share your credit card details with third-party sellers, and we don’t sell your information to others. Please try again.Please try again.In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account Please try your search again later.Dedicated applications assure a custom fit to a wide variety of vehicles having factory consoles without any floor pan modifications. Race track proven design and reliability.Amazon calculates a product’s star ratings based on a machine learned model instead of a raw data average. The model takes into account factors including the age of a rating, whether the ratings are from verified purchasers, and factors that establish reviewer trustworthiness. Based on the radius, a new location list is generated for you to choose from. Ready to install with wiring harness and Computer and PATS or convert to Carburetor. Full package to convert V6 to a V8.Headers can be reversed!It has part numbers C4ZA-7D442-A, PT 10719-U and C5ZA-7D442-A cast into it. It has what looks to be a little paint loss between the I and the V. You can see it in picture number 8. The chrome is bright, with a couple of areas that are a little duller, although I believe that it should buff out. Please let me know if you have any questions or would like any more information or pictures. I will ship at buyer's expense Thank you.And more fox partsIt's in great shape and comes with a Hurst shifter.See my other ads for more parts.Stamped FOMOCO and C7ZE-8006. No hoses, lines or cap. As is.The torque converter is new, its a factory 1994 Mustang GT high stall converter. Inside, the valve body, inner harness and epc solenoid have been replaced, all shift solenoids were removed and tested, all new clutches and seals installed. Case has been epoxy primed and painted cast aluminum. All bolts have been swapped out with ARP polished stainless.Epoxy primed and painted aluminum. Comes with new in box MSD 2760 standalone TCM.Comes with everything except engine, transmission, engine electrical, front and rear brakes, IRS and wheels. Was never winter driven and it was well taken care of. Approximately 82,000 kms on the car.Come with flexplate Backing plate with boltsAnd shifter cable Located in BramptonIncludes bellhousing and shifter.Fits Ford Focus 2012-2018, Fiesta 2011-2018 and Mustang 2016-2018.Short throwing shifter with stopper bolts and modified stock handle.Missing centre roll up door This is an original console, not an aftermarket part. Serious inquiries only pleaseBring back that new car ride or improve the ride and handling of your v6. The yellow is a protective wax coating that was sprayed to the underbody of the car when purchased and the suspension got some overspray.For automatic but has been used on manual by plugging transmission cooler lines. Fan available as well. Pickup at Autosonics, 10 Speedvale Ave E, Unit C, Tues-Sat 9-5.Worked great wen it was pulled from the car. Bellhousing is for a small block ford and I have the original dust plate as well. No shifter as I can not find it anywhere.Aluminum case and tail It’s a straight gear transmission, so it has a nice whining sound to it “ like an M21 I sprayed Rust Check a few years back on the transmission that’s why it looks dirty.. Been sitting for a few years in my garage. Worked.Stock bracket from Ford is very cheap and does not do a great job keeping the shifts nice and crisp on this transmission. Duplicated the order and got an extra unit from the U.S.Call or email with any needs. All parts available full vehicle part out. Engine runs great, good air bags, transmission shifts perfectly.I will purchase your unwanted, damaged or neglected Ford Mustang or other Foxbody vehicle. Fully licensed and serving the Mustang community since 1991. Thank you Jeff Front bumper and grill.sold. What a great dealership. Thanks so much!!! However, when I contacted them inquiring about the accident reported on the vehicle, they never responded. And I tried contacting both salesman and the manager. This dealership is a red flag to me. I would think twice before purchasing a car from here. Andreas was extremely helpful and was able to sell me the exact car I wanted for a great price and I was out of there in under an hour! I asked them to call me when the car was available so I can test drive it and they never called me It worked out because I found a similar car with a more reputable dealership that didn't give me The second was a bit slower, and the last, I never received a response. The salesperson I was dealing with was very nice and helpful until he thought I was not going to purchase. It was at that point that I was able to see the real person. He became quite rude, to say the least! Asked if I wanted to speak with them. Passed on the car. Should state that in their advertisement I drove 2 hours with the intent of buying this car for my daughter. I purchased a car at another dealership on the same day. Salesmen are human and sometimes things just hapen I drove an hour to the dealer. The vehicle was FILTHY. It also. HAD been smoked in, so bad that the headliner was stained. Will never go there again, they have lost my trust. They missed the purpose of cargurus. Within 18 months of its introduction, Ford sold more than 1 million Mustangs, attesting to the vehicle's instant popularity. After running with the muscle cars in the 1960s, the Mustang took on a more sedate, fuel-efficient Mustang II identity with the second generation in 1974. Some of the sporty feel returned for the third and fourth generations through the 1980s and '90s, but it wasn't until the fifth generation debuted in 2005 that the Mustang returned to its pony car roots, with its shark-like front grille, hunky (though noticeably more fuel-efficient) powerplants, and fastback exterior design that echoed the original Mustang of the 1960s. The new V6's horsepower nearly matches the output of the previous year's V8 (coming up short by only 10 hp), while greatly improving on the fuel efficiency of previous powerplants. Ford also updated the Mustang's steering and suspension for 2011 for optimal handling and ride. While the Chevy Camaro, Dodge Challenger, and Dodge Charger continue to challenge the Mustang, the original pony car sets the standard for domestic sports cars. Reviewers rave about the new V6, noting its throaty growl and class-leading fuel economy, but many love the performance provided by the big V8 even more. It's all good news for buyers, they note, who can't go wrong with either choice. This isn't surprising, since Mustang generations typically stretch for about a decade, give or take a year or so. Still, look for new tweaks and trims in the upcoming years, including new Boss 302 and Boss 302 Laguna Seca trims for 2012. They'll both come equipped with a Hi-Po 302 4V Ti-VCT V8 engine generating 440 hp, and will feature unique exterior and interior features, including a front air splitter, a rear interior stabilizer brace, a three-gauge add-on instrument panel, and race-compound tires for the Laguna Seca trim. Major elements of the Mustang's chassis, suspension, drivetrain, instrument cluster, and interior, for instance, were borrowed from the Ford Falcon and Ford Fairlane. But chrome wrap-around bumpers and a chrome grille emblazoned with the galloping Mustang logo helped make the car unique. Power came from a choice of engines. The Mustang was initially powered by a 101-hp, 170-cubic-inch six-cylinder, which came standard and mated to a floor-mounted three-speed manual shifter with an H gate. Owners could also opt for a 164-hp, 260-cubic-inch V8 or a 210-hp, 289-cubic-inch V8. Available transmissions also included a four-speed manual and a three-speed automatic. The early trims were outfitted with full carpeting, bucket seats, and a sports steering wheel, and offered a wide range of options, so buyers could customize their vehicles. For instance, 13-inch wheels were standard, but owners could upgrade to optional 14- or 15-inch wheels. Owners could also choose from five different wheel cover options. The automaker also added a number of new options for the 1965 trims, including an interior package with special seat covers with the Mustang logo, a unique instrument panel, a woodgrain steering wheel, and woodgrain applique on the console and dash. Ford also added a GT package for all trims. Features included a beefed-up suspension, tighter steering, a sport-oriented instrument panel, and dual exhaust pipes. In addition, the first of the Shelby GT350 and GT500 Mustangs, named for race-car driver and automotive designer Carroll Shelby, debuted in 1965. Outside, the '67 Mustang received a new grille, redesigned side scoops, larger taillights, and a restyled fastback. Inside, new features included a tilt-away steering wheel and an overhead console. Also in 1967, Ford introduced a new 355-hp, 428-cubic-inch V8 for the Shelby GT500 Mustang. Ford also introduced the Mach 1 and Boss 302 body styles, which replaced the GT. The Mustang sat on a larger chassis designed to accommodate big V8 engines, like the new 429. Features of the Mach 1 included a fastback Sports Roof and a matte-black hood. When the second-generation Mustang debuted in 1974, it was so different from the original version that the automaker dubbed it the Mustang II. Based on the rear-wheel-drive Ford Pinto platform, the Mustang II was about the size of the original Mustang, though heavier, which affected its performance. In an effort to pump up the power, Ford introduced a new 122-hp, 5.0-liter (302-cubic-inch) V8 in 1975, which increased to 139 hp in 1978. The second generation turned out to be the Mustang's shortest, a testament to the fact that Ford wanted to sweep it under the carpet as quickly as possible. Doing away with the European-inspired design of the second generation, the third-generation Mustang moved back toward the sporty side, with a tapered hood, squarish headlights, and a fastback roofline. Two-door coupe and hatchback trims were initially available, although Ford added a convertible in 1983. Power was provided by a variety of engines, ranging from a 2.3-liter four-cylinder to a 5.0-liter V8. In 1980, Ford replaced the big 302 V8 with a more economical 255-cubic-inch V8, which some owners found underwhelming. A new Cobra trim appeared in 1979, a five-speed transmission was offered in 1983, fuel-injected engines appeared in 1986, and new SVT Cobra and SVT Cobra R trims debuted in 1993. Still sitting on a rear-wheel-drive platform, though this one was dubbed the Fox-4, the Mustang began to reclaim some of its original glory. The Mustang also returned to its original body styles, the coupe and convertible, as the hatchback disappeared from the lineup after a run of more than 20 years. Power came from a 145-hp, 3.8-liter V6 or a small-block 302 V8, which was dropped from availability a couple of years later. It was replaced by a more efficient 4.6-liter (281-cubic-inch) V8 in 1996. Also in '96, Ford bumped up horsepower for the base V6 to 150 hp. The car's exterior design proportions, as well as its iconic front end and grille, borrow extensively from the original Mustang. However, under the skin it was a completely different car. Sitting on a new D2C platform, it was initially powered by a 210-hp, 4.0-liter V6, which provided base power, or a 300-hp, 4.6-liter V8, which powered the Mustang GT trims. However, the new Mustang displays the long hood, short deck, and muscular stance reminiscent of the first generation, while side scoops and the shark-like nose bring familiar styling cues into the present. Ford also offers a number of ways for owners to customize their vehicles, including three design schemes and a color-configurable instrument panel, which recall the customization options of the original vehicle. The original Mustang, as well as the recent fifth generation, which draws numerous styling cues from the first generation, remain the favorites with most buyers, including a large following of enthusiasts who live and breathe all things Mustang. First-generation Mustangs, as well as unique trims from the 1960s including the Shelby Mustangs, remain highly coveted by collectors in particular. Some owners have found the base V6 powerplant a little underwhelming, so buyers who value performance should opt for V8-powered trims. However, the recent V6 powerplants provide very good fuel economy for buyers who want a common-sense muscle car. Certain trims built after 2007 came equipped with optional navigation and satellite radio, and all Mustangs built after 2008 have seats created with plastics and foam made from soybeans. These versions retain some of the original Mustang muscle and mystique, and deliver good performance, especially trims equipped with V8 powerplants. However, some owners found fault with the handling and interiors of the fourth generation. A number of reviewers point to the Cobras of '99 and '00, as well as GTs of any year in the fourth generation, as good choices, although they can be difficult to find. I’m talking about examples that go beyond car models. Not just the Beetle, but HeIt is a direct reference to the Ford Mustang and the American 2-door sports coupe segment it has dominated since 1964. Today, the 2018 Mustang is less rudimentary and mChoosing this iconic American pony car is a purely emotional decision, one fueled by memories of times gone by, achievement of lifetime goAfter all, over 30 million shoppers use CarGurus to find great deals on used cars and new cars in their area. And when it's time to get rid of your old ride, sell your car simply and securely on CarGurus. And if you only want to see cars with a single owner, recent price drops, photos, or available financing, our filters can help with that too. If you want NextDay, we can save the other items for later. Order by, and we can deliver your NextDay items by. You won’t get NextDay delivery on this order because your cart contains item(s) that aren’t “NextDay eligible”. In your cart, save the other item(s) for later in order to get NextDay delivery. Oops! 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Your feedback helps us make Walmart shopping better for millions of customers. Sorry. We’re having technical issues, but we’ll be back in a flash. Done. Many of the five speed transmissions found in late model Mustangs can be installed with little modification. TKO transmissions can be installed but it requires modifying the transmission tunnel. A T5 swap in these cars is straight forward whether swapping an automatic or a Toploader. Even the inline-6 transmissions can be swapped with a T5.The TREMEC 3550 and TKO500 have the same bolt pattern as 3 or 4 speeds but have the same longer 10 spline input shaft as the T-5. The reason the input shaft is longer is to provide additional clearance needed for the cable operated bellhousings used in Fox body Mustangs. The 10 spline input shaft may be an advantage if you are trying to preserve a clutch used with the 4 speed. However, if the clutch is not a concern then the TKO600 is the best choice for high horsepower or big block cars. With the shortened input shaft the shifter is slightly forward requiring a little more clearancing of the tunnel. It is not recommended to use the shortened input shaft with cars with consoles as the shifter is moved too far forward relative to the console.