the early 351 w take a a 28oz flywheel. For a mustang bellhousing you will need a 10.5 inch clutch,and you will be good. a 28oz 302 flyweel will also work.
Bolts Seriously, A T5 for a 302/5.0 will bolt right up to a 351W. Also look at the M5Rs trans, it came in 88-96 F150's and has a better (more forward) shifter position than the T5
Don is right on. Seriously though, if you don't already have a T5, the M5R2 can normally be had cheaper, has good gear ratios, and is better suited for truck applications. I run an M5R2 in my '51 F-1 and I absolutely love it. Good Luck.
All 351W's use a 28oz balance, not just the early ones.I agree on the M5 trans, I put one behind a 351 in my '66 Merc pickup and the shifter comes up through the same hole in the floor as the factory 4 speed did. No butchering of the stock floor or rubber mat. They are a hydraulic clutch, though, need some engineering to make the master cylinder work. And no, you can't convert it easily to mechanical linkage, it has a concentric throwout bearing/slave cylinder setup. Get the master and plastic line from the donor truck and use the whole thing.
5.0 bellhousing requires a cable clutch release, or hydraulic conversion (either axial or external pull-type cylinder) be prepared to deal with that. 157 tooth flywheel, 28 oz/in unless the engine's been rebuilt/rebalanced for internal balance. M5R2 a reasonable option but the gear ratios are truck gear ratios, maybe good for some applications not others. If you're having a T-5 built there are different case options for different shifter locations.
these guys are all right. the t5 will bolt right up no problems the bigger issue is the flywheel. 28oz 157 tooth flywheel only. now if you want to use an older finger style clutch thats no problem flywheels are readily available as it was a ford manufactured part. but if you want a diaphram clutch, which has a different bolt pattern and locating pins, then you have to go aftermarket and those aren't cheap, and not all are created equal. but the m5r is probably a better setup for what you want and also cheaper to acquire. Hope this helps
Calling the M5R2 "truck" ratios may be a bit of a stretch, they are very similar to most mustang T5's ........MSR2......T5 1st.....3.75......3.35 2nd....2.32......1.99 3rd.....1.43......1.33 4th.....1.00......1.00 5th.....0.75......0.68 Considering the New Process 435 4 spd out of a 1982 F250 had a 6.68:1 1st gear, The M5R2 is a big improvement.
Where can I go to learn more about the M5R2 trans, incl. ratios, dimensions and torque capacities? Also who makes/made it? Dave On edit: FrozeMerc posted wjile I was typing (slow), but I still want mfr. and dimensions, plus torque capacities.
That's one set of T-5 gears, and it's still almost 20% taller in first and second. That's quite a bit. The Z-spec T-5 (typical of the aftermarket boxes, and a fair bit stronger) has a 2.95 first. The T-5 isn't the strongest box, even with the 2.95 first and a billet shaft support. I think the M5R2 is in fact somewhat stronger.
Does the M5R2 use an integral bell housing? If not, I'm thinking about what it would take to run it behind a SBC.
Made by ToyoKogyo, better known as Mazda, partner of Ford They are good for around 250-300 ft lbs of torque.
the clutch in my 60' f100 is already a hydralic.. can i use the same master cyclinder? or at least the same mount for the M5R2
...Ford owned (34% under Japanese law of the time, may have been more later) Mazda, had since at least the '70s IIRC. Sold off along with Volvo, etc. as part of the post-Jac-Nasser "my God where did all the cash go?" desperation. A flavor of this box was also used in the '89-94 Thunderbird SC behind the torquey but asthmatic blower V6, might go look around the MN12 'Bird sites too.
Ford still holds 3.5% of the shares of Mazda making them one of the largest single shareholders. In 2011 they traded off the rest in a strategic alliance with other Mazda business partners (different than selling the shares which is what was widely reported in the Media, probably going back to 2008 when they did sell 20%) while keeping their partnership alive as they continue to share certain chassis platforms and powertrains.
The pic shown here in this thread shows what appears to be an integral bell housing which pretty effectively kills putting it behind an SBC engine without a very special custom adapter. Dave
could i use the bellhousing off of the same tranny for the M5R2, so i can keep my stock hydrallic clutch?
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