V8 Swap What Transmission??


Samwilcox41

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So I want to swap a 302 into my 83 ranger and I’m thinking about using the T5 transmission but I want to know if I can use 4wd with it. Do I need a special adapter? Is there a T5 that can fit the transfer case ?
 


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lvwill

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M5r2 from 97+ f150 with 4.2 v6 is your best bet.
 

Samwilcox41

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M5r2 from 97+ f150 with 4.2 v6 is your best bet.
I would much rather go with the 5.0 V8 but why would you recommend this one because it is easier for 4wd?
 

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I believe he’s just recommending that transmission. That combination gets you a good transmission with the bell housing bolt pattern you need and ready for transfer case.
 

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I would much rather go with the 5.0 V8 but why would you recommend this one because it is easier for 4wd?
The Essex V-6 (3.8, 3.9 & 4.2) has the same bolt pattern as the Windsor V-8 (255, 289, 302 & 351*). So, a M5R2 bolts to back of your 5.0. And the M5R2 plugs into the hydraulic clutch of your Ranger - same slave cylinder as the M5R1. Lastly, the M5R2 has a 3.97:1 1st gear; useful for a 4wd truck.

And there are M5R2 with transfer case extension/shaft. While the Ranger 1350/4 cases won't bolt up, the F-150 cases do. As do a number of Jeep & Dodge ones.

Note: It is easier to find 4.6 V-8 M5R2s in 4x4s, and 4x2 4.2 M5R2 in which case, you need to swap the rear housing/shaft into the v-6 transmission. But you are left with enough parts to make a 4x2 4.6 V-8 M5R2 that you can sell to get some of your money back. The 4.6 Modular V-8 having a different pattern than the Windsor V-8, the bellhousings being integral to the transmission case.

There is a T-5 case with transfer case extension housing/shaft, but it is even more rare than the V-6 4wd M5R2. It's most commonly found in mid 80's Heep CJ's coupled to a Dana 300.

Note 2: The T-5 gear set that is rated for v-8s has a 2.95:1 1st. The gear set in the Heep T-5 has a 4.03:1 1st and isn't known to hold up well behind the I-4 in Heeps. So, again, you would be cross pollinating a V-8 transmission with 4x4 transmission. Then, you need to fabricate a hydraulic slave cylinder for the T-5. (Or if you are real glutton for punishment design a cable clutch for the Ranger). And you are left with a mediocre 1st gear for wheeling. (I suppose it would be OK for a mall crawler).

Clear as mud now?

*I'm probably missing a few factory Windsor V-8 combinations, but those are the common ones.
 

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That's exactly what I was talking about. Just in a hurry
 

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The Essex V-6 (3.8, 3.9 & 4.2) has the same bolt pattern as the Windsor V-8 (255, 289, 302 & 351*). So, a M5R2 bolts to back of your 5.0. And the M5R2 plugs into the hydraulic clutch of your Ranger - same slave cylinder as the M5R1. Lastly, the M5R2 has a 3.97:1 1st gear; useful for a 4wd truck.
Its ok, I think both first and reverse are a little on the fast side. In low range it is a beautiful thing on a trail though.

The 4.2 does have metric bellhousing bolts. Like 12mm. A 302 uses 1/2" bellhousing bolts so you do have to drill the holes out to so the 302 bolts will fit.

I used R1 clutch hydraulics (all of it) and the clutch kit for a '96 F-150. If you use a '80 or older 302 you could use the clutch stuff for a'96 F-250 to get the right balance. You also need the starter (which will need a little wiring change) and engine separator plate from a Windsor V8 R2. The starter hole is smaller for the V6 (and other transmissions too) I discovered this after I had it put together and went to put the starter in it, I dremelled it out and it works but it was a PITA.
 

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don4331

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Its ok, I think both first and reverse are a little on the fast side. In low range it is a beautiful thing on a trail though.

The 4.2 does have metric bellhousing bolts. Like 12mm. A 302 uses 1/2" bellhousing bolts so you do have to drill the holes out to so the 302 bolts will fit.

I used R1 clutch hydraulics (all of it) and the clutch kit for a '96 F-150. If you use a '80 or older 302 you could use the clutch stuff for a'96 F-250 to get the right balance. You also need the starter (which will need a little wiring change) and engine separator plate from a Windsor V8 R2. The starter hole is smaller for the V6 (and other transmissions too) I discovered this after I had it put together and went to put the starter in it, I dremelled it out and it works but it was a PITA.
Thx, I forgot about the reaming out of the bellhousing bolt holes and the engine separator plate (Windsor V8 R2 plates being super rare...) I put everything together once* before it went into truck so caught these when they were somewhat convenient to modify.

*Well more like 4 or 5 times.

I need 1st to be low enough to get the load moving - a 2.95:1 1st doesn't cut it. And you can't shift on fly from low range to high.
 

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I compared the plate between the engine and the trans, never thought about the starter being different diameter. I knew it was different than the old style one I had with my C5 though, and it is just a hair different. And no you can't cram it in the hole either...

M5ODR2 first isn't bad, I was just saying it could be deeper.
 


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