Engine and Transmission Tech

Picked up a nice 4.6 to toss in a TR7 coupe. I have a couple of those Buick 215 bell housings stored away so I figured now is as good as any to put one of them to use. Never done anything but a Rover 5 speed behind a Rover before. This is uncharted territory for me. What do I need to know? Shifter need to be somewhere around 30" behind the back of the engine. I should know this but forgot. Just went thru this with the LS3 and TR6060 I just installed in another TR7 coupe. That was a complete package takeout so I didn't need to learn anything or go looking for parts. What am I looking for? Craigslist is full of T5s and T56s even a smattering of TR6060s. There are Ford, Chevy, and Mopar versions; even a few Volvo T5s around. Is it not worth the time and effort? Should I just install a Rover 5 speed and be done with it? Its going to be a somewhat mild 4.6. Just a cam and headers with either a 4 barrel or one of those new injection units that mount on a 4 barrel.

D&D sell the plate you need and they can probably answer all the question
Keep us posted

Carl might have some ideas...

Jim

Hi Todd,

I have a t5 from a 1992 5.0 mustang that measures between 19 1/2" to 19 5/8" from the front face of the trans to the center of the shift lever. If you need 30", Ford T5s may be a bit short. Stock Buick 215 bells measure at 5 13/16". That plus a spacer-adapter wouldn't get too close to 30".

Any Ford T5 can be attached to a Buick 215 bell with the right thickness of adapter, D&D sells them, I think about $175-$200.

This spacers are thick, at least 1", but I don't know the exact dimensions. The pre-1994 mustang T5s have a shorter input shaft than the later ones, by about 1/2". Another mounting option is a one-piece bell from Dellow in Australia that bolts a mustang v8 t5 to a rover block, for about $500 US dollars. It's not on their website, but they do have it. Maybe the cheapest option for those who do not have a stock 215 bell already. All in, the longest ford t5 setup would measure a max of about 26 or 27" from front face of the bell to shifter center. Ford versions have the benefit of being plentiful, with a wide range of ratios available. I picked up two ford v8 t5s for less than $80 (Some reassembly required).

If you already have a stock Buick *4 speed* bell, I think your best bet for a Rover 4.6 setup is to find a WC t5 trans from a v8 Camaro from the late 1980s to very early 1990s. They bolt directly to your bell without a spacer or adapter, and have the longest tailhousing. I'd surf the web for the actual measurements on the Camaro t5, but I think it should be really close to what you need.

The v8 trans from that era is rare, the v6 ones are more common. The v8 version has closer overall ratios and has the more desirable 2.95:1 first gear, while the v6 first gear is something closer to 4:1. From all I've read, that V6 gearing is nearly useless for an LBC with stock rear axle ratios. Junkyard prices for the v8 trans are high, at least $500 for a maybe-usable unit , if you can find one. Best/cheapest bet may be to find a suitable vintage v6 Camaro box for cheap and rebuild it with a new 2.95 v8 gear set.

Chevy switched over to the ford trans bolt pattern in1993 I think, so be sure you're buying an earlier trans with the older, wider Muncie style case that matches your bell.

Dave



Edited 1 time(s). Last edit at 08/30/2016 09:06AM by RDMG.

I can't help with shifter distance dimensions. Hard to measure an installed setup. The numbers on the 'net seem to vary.

As you know, the Buick/Olds 215 bell housing bolts right up allowing the use of the good old GM Muncie 4 speed tranny bolt pattern. After the Rover 3.5, the crank got longer on the backside. For a 3.9 & up, the back of the crank must be cut, a spacer added, or the input shaft must be modified.

I do prefer the T-5. It's lighter than the LT-77 & has no oil/fluid pump.

Todd, always nice to converse with you.
This might help

I had forgotten the crank changes on later blocks, good catch Carl!

Since even the Chevy t5s will require machining work or a spacer, you've got a lot more options, in the sense that there isn't a perfect option.

Given that the build is not an extreme one, I think any trans beefier than a t5 would be overkill, with a weight penalty as well. Might also preset fitment issues, since t5s are the smallest of those on your list. I'm an MG guy, not familiar with TR8s, but I did stare at one a lot when I was younger.

I think the 80s-90s Camaro t5 with the required bell spacer is likely the closest fit lengthwise.

A post 1994 ford T5 (requiring the thickest spacer-adapter) with a slightly rearward-modded shift lever would probably be another option. No mechanical speedo gears unless you fab one, though. If you're considering the Ford universe, I'd look for a T5z trans. Best of the factory T5 design and materials. Can be had used if you hunt for a while, for about $500.

I've been assuming cost is a factor?

Todd perhaps an S-curve shifter stem, like Cobra only rearward ? I suspect an aluminum flywheel with Fidanza steel insert, will ad smile value. Cavitating the oil pick-up, will not. Have an oil control plan ? Why do I suspect you're going to burn corners ? Cheers, Art.