![2001 mustang t-45 trans 11 bolt valve cover 2001 mustang t-45 trans 11 bolt valve cover](https://www.steeda.com/assets/images/pages/resources/articles/body/transmission-tr-3650.jpg)
Exceptions include the 2000 Cobra R and ’03-’04 Terminator Cobras, which were all equipped with the T-56 6-speed. The 3650 initially came in ’01 Cobra and Bullitt Mustangs, before production was ramped up to meet the needs of all V8 Mustang production around January of ’01. The T-45 had a relatively short run (’96 through mid-2001) until it was replaced by the Tremec-designed TR-3650. A common gripe about the T-45 is the reverse gear: though it was synchronized, many users complained that getting it into reverse was a gear-crashing exercise. Internally it was very similar to the T-5, though nothing interchanges between them, and it was rated at 330 lb-ft. The bellhousing was now integral with the gearbox, and had a different bolt pattern so that it wouldn’t mate to a 5.0L.
![2001 mustang t-45 trans 11 bolt valve cover 2001 mustang t-45 trans 11 bolt valve cover](https://www.moderndriveline.com/wp-content/uploads/2019/08/photo_t45.jpg)
With the debut of the modular motor in 1996, the transmission changed again and became the T-45.
#2001 MUSTANG T 45 TRANS 11 BOLT VALVE COVER MANUAL#
Just a year or so later, Tremec took control of Borg-Warner’s transmission production and supplied the manual transmissions to the Mustang from then on. Otherwise, it was the same as the non-Cobra V8 trans.įord went to Tremec (stands for Transmission and Mechanical Equipment) to build a stout transmission for the limited-edition ’95 Cobra R, and they responded with the TR-3550 5-speed. 68:1 overdrive, but thanks to ever-increasing electronic controls on new cars, it was devoid of a mechanical speedometer drive. The 3.8L V6 cars still used the T-5, with a. They also killed the neutral safety switch. In order to put the shifter in a comfortable place for the driver, Ford increased the bell housing depth and therefore the input shaft length. The 5.0-liter SN95 Mustangs of 1994 and ’95 were the last to see a T-5 in a V8 Mustang (though it was still used in the V6 cars until years later). Appropriately, the torque rating went up to 330 lb-ft, and was said to handle 450 horsepower (without slicks and a 5,000 rpm clutch drop anyway). 63 overdrive, hardened gears, a short-throw shifter, a steel front bearing retainer, tapered output shaft bearing…basically all the good stuff was thrown in this transmission. That same year, Ford released a service unit (sold primarily through Ford Racing) that was even better the Z-spec T-5. That gained another 10 lb-ft in the ’93 Cobra-spec T-5 that used a front tapered output bearing and steel front bearing retainer. There was also a T-5 used behind the turbocharged 4-cylinder cars, but ignore it-it won’t handle the power of even an average 5.0.įrom 1990 to ’93, the WC gear set was made stronger with higher nickel content and slightly lowered second and third gear ratios. The torque rating stayed the same, though. In ’85 came the WC T-5 with a deeper 3.35:1 first gear (compared to 2.95:1 for the NWC) and better internals for smoother shifting. In ’83 and ’84, the Mustang had the basic T-5, or non-World Class, unit, which was rated at 265 lb-ft of torque capacity. The main split in the early boxes is the difference between the World Class (WC) and non-World Class (NWC) transmissions. Holding true to engineering and production line changes throughout a car’s life, not all Borg-Warner T-5s are the same. This is the T-5, variations of which came in V8 Mustangs from 1983 until 1995. But let’s back up and look at the earlier boxes, shall we? Tremec continued to supply the T-5 for 6-cylinder Mustangs as well as a beefier T-45 for the V8 cars, before getting serious with both OE and aftermarket transmission offerings for the Mustang. The T-5 was standard in all Mustangs from that point until the mid-’90s, at which point Tremec bought B-W’s transmission business and took it over. In ’83 it got even better, with a Borg-Warner T-5 5-speed trans replacing the previous 4-speed overdrive. The Fox-body Mustang came onto the scene in 1979 but it was a wheezer until the return of the GT in 1982. If you are inline for an upgrade, you have come to the right place, as we have enlisted the help of the folks from Tremec transmissions to bring you a guide to picking the right tranny. But for those of us with street cars, the 5-speed is the ticket. The only exception, maybe, is if you’re building a 900 horsepower, drag-only car, in which case sometimes a built C4 or ‘glide may be the hot ticket. While technology has closed that gap in recent years, it’s still really no contest the automatic is boring and slow, and the 5- (or 6-) speed is fast. In the Fox-body 5.0 days, opting for an automatic just killed performance, while ordering the 5-speed made the car a riot to drive. You know it as well as I do-a stick transmission is the only way to go in a Mustang.