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-   -   Borgwarner T5 clutch questions (http://www.hotrodders.com/forum/borgwarner-t5-clutch-questions-229593.html)

logan1 02-15-2013 02:49 PM

Borgwarner T5 clutch questions
 
Ok so i have a custom application for my 1970 Datsun 240z.

I am running a 355 SBC mated to a Borgwarner T5 out of a 1992 Ford Mustang 5.0. This means i have to run a SBC flywheel and a camaro pressure plate but the clutch has to come from a Mustang. I am in the process of upgrading my 355 with aluminum heads and a 292H cam. which should put me at about 400hp/400TQ.

I am currently running a stock mustang 5.0 clutch and a stock camaro pressure plate. I think i need to upgrade my clutch to handle the extar power the motor is going to be putting out and was wondenring:

If i upgrade my clutch to a perofrmace clutch do i also need to upgrade my pressure plate?

OneMoreTime 02-15-2013 03:26 PM

What you have done is very common in the engine swap world..Any of the guys who do custom clutched ca handle this. I would recommend an SFI pressure plate and clutch for you application and you do have a scattershield or sfi bellhousing I hope..

Sam

logan1 02-15-2013 04:29 PM

Quote:

Originally Posted by OneMoreTime (Post 1646838)
What you have done is very common in the engine swap world..Any of the guys who do custom clutched ca handle this. I would recommend an SFI pressure plate and clutch for you application and you do have a scattershield or sfi bellhousing I hope..

Sam

thanx for the info but do i need to upgrade a pressure plate or can i run the current pressure plate with an upgraded clutch?

Also no i do not have a Scattershield sfi bellhousing yet. Just running the stock T5 bellhousing.

OneMoreTime 02-15-2013 04:37 PM

As a general rule when I do a clutch I also do the pressure plate..Now if a customer is standing there with tears in their eyes and moths flying out of their wallet I will just replace the clutch disk for them..if I can go first class I get a new or rebuilt pressure plate clutch disk and have the flywheel surfaced. Up to you as to how to proceed..

Sam

logan1 02-15-2013 04:55 PM

Quote:

Originally Posted by OneMoreTime (Post 1646856)
As a general rule when I do a clutch I also do the pressure plate..Now if a customer is standing there with tears in their eyes and moths flying out of their wallet I will just replace the clutch disk for them..if I can go first class I get a new or rebuilt pressure plate clutch disk and have the flywheel surfaced. Up to you as to how to proceed..

Sam

Well the reason i ask is because my current pressure plate, flywheel and clutch have less than 10 miles on it and were replaced last month before i decided to do the engine upgrades. I know that the clutch needs to be upgraded but if possible Id like to atleast get some use out of my pressure plate before replacing it.

OneMoreTime 02-15-2013 05:15 PM

In that case just run it until you see that replacement is needed...Then do the upgrade.

Sam

S10xGN 02-16-2013 10:12 AM

Quote:

Originally Posted by logan1 (Post 1646853)
thanx for the info but do i need to upgrade a pressure plate or can i run the current pressure plate with an upgraded clutch?

Also no i do not have a Scattershield sfi bellhousing yet. Just running the stock T5 bellhousing.

What stock bell works with a SBC and Ford T-5? Just curious if this is the Jeep/Astro van bell...

Russ

aisr 02-18-2013 06:30 PM

I'd want an aftermarket pp with a pressure ring that can take the rpm, and a "high cone" diaphram that won't make the clutch pedal stick to the floor during hi-rpm shifts.

For the disc, i'd avoid the aggressive "spec 3" stuff and choose something that can handle some initial slip if you want the T5 to live. In my Chevy powered Mazda RX-7, i was able to get into the high 6's in the 1/8mi with the T5, using a stock style disc. Lite car with low gears, much easier on the clutch than a 3500lb Chevelle.

logan1 02-19-2013 08:53 PM

Quote:

Originally Posted by OneMoreTime (Post 1646865)
In that case just run it until you see that replacement is needed...Then do the upgrade.

Sam

Well i don't want to put it all together and them have to take it apart a few weeks later to redo the clutch assembly.

So if I have to spend the money; Id rather do it now but if i can save a little money by reusing my pressure plate and just replacing the clutch without sacrificing the life expectancy of my clutch assembly i would like to do that.

Quote:

Originally Posted by S10xGN (Post 1647034)
What stock bell works with a SBC and Ford T-5? Just curious if this is the Jeep/Astro van bell...

Russ

I using a stock camaro T5 bell housing with an adapter plate between the bell housing and the ford T5.

Quote:

Originally Posted by aisr (Post 1647816)
I'd want an aftermarket pp with a pressure ring that can take the rpm, and a "high cone" diaphram that won't make the clutch pedal stick to the floor during hi-rpm shifts.

For the disc, i'd avoid the aggressive "spec 3" stuff and choose something that can handle some initial slip if you want the T5 to live. In my Chevy powered Mazda RX-7, i was able to get into the high 6's in the 1/8mi with the T5, using a stock style disc. Lite car with low gears, much easier on the clutch than a 3500lb Chevelle.

I have read a lot of the guys on the mustang forum saying that the spec 3 clutches can handle a lot of abuse and are very streetable. but ill do more research just to be sure.

aisr 02-19-2013 10:30 PM

Quote:

Originally Posted by logan1 (Post 1648186)
I have read a lot of the guys on the mustang forum saying that the spec 3 clutches can handle a lot of abuse and are very streetable. but ill do more research just to be sure.

I've tested many a T5 to the point of failure. My experience is that anytime the durability of your clutch goes up, the durability of your T5 goes down.

3rd gear is most likely to fail, probably because it's narrower than 1st/2nd, and out in the middle of the case where a little flex will allow it to move farther away from the cluster. That flex moves the tooth contact area closer to the tips of the narrower teeth, making them more likely to break. A little clutch slip on engagement (and a lighter flywheel), will help smooth out those destructive torque spikes. Here's a link to info on an inexpensive clutch slipper that can help you get the most out of your T5...
Clutch Slipper Pics/info

logan1 02-20-2013 10:04 AM

Quote:

Originally Posted by aisr (Post 1648231)
I've tested many a T5 to the point of failure. My experience is that anytime the durability of your clutch goes up, the durability of your T5 goes down.

3rd gear is most likely to fail, probably because it's narrower than 1st/2nd, and out in the middle of the case where a little flex will allow it to move farther away from the cluster. That flex moves the tooth contact area closer to the tips of the narrower teeth, making them more likely to break. A little clutch slip on engagement (and a lighter flywheel), will help smooth out those destructive torque spikes. Here's a link to info on an inexpensive clutch slipper that can help you get the most out of your T5...
Clutch Slipper Pics/info

:thumbup: OMG Its such a simple device but so freakin brilliant. Thanks for the link bro i think you just saved my T5 from getting destroyed a second time.

OneMoreTime 02-20-2013 10:17 AM

Wow..always learning something..WE had to do the slip deal with an educated left foot in the old days..

Sam


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