Well Chris, you certainly got me straight. Thanks so much for doing so.
What I really liked was the web site by Bob Palmer, which outlined the
whole array of T-5's.
I would like to hear about your car and what you have done to it. Since
you are so knowledgeable about T-5's, I assume you have one in your
Tiger. I would like so swap experiences about how you put it in, solved
some problems, etc.
Look forward to hearing from you.
Larry
BTW, where can I get the Mustang Monthly article. Can you post it for
all of us to enjoy, and add to our expanded experience, and knowledge.
Chris Williams wrote:
>
> Sorry but world class trans started in 1985 and they were 265 torque.
>Reference
> mustang monthly article march 1998, written for them by d&d performance. That
>will get
> you straight.
>
> chris m williams
>
> Larry Paulick wrote:
>
> > Chris, the World Class came after 1989 and had the 300 ft/lb capacity.
> > That's why they called it World Class. Before they had something like
> > 275.
> >
> > Larry
> >
> > Chris Williams wrote:
> > >
> > > Depends on year of t-5 what torque rating it has.
> > >
> > > chris m williams
> > >
> > > Larry Paulick wrote:
> > >
> > > > Tim this sounds like a well though out set up, and regardless of the hp,
> > > > whose going to catch you anyway. There was a guy on the net that was
> > > > selling a AMC tail shaft, but remember, even the World Class T-5's are
> > > > only rated at 300 ft/lbs.
> > > >
> > > > As I understand it, the problem with breaking a trans with torque, is a
> > > > heavy car, whose wheels lock up, and therefore the trans has to take the
> > > > torque, and may give way. On the Tiger, the weight is low, and in any
> > > > gear with that hp and torque, trackson will be a problem with a heavy
> > > > foot. So a T-5 may be OK. The 5th gear overdrive is really nice when
> > > > cruising, especially with a low rear end ratio.
> > > >
> > > > Keep us posted.
> > > >
> > > > Larry
> > > >
> > > > "Ronak, TP (Timothy)" wrote:
> > > > >
> > > > > Listers,
> > > > > In my ongoing project to build my under 6000 RPM 425 HP small block
>motor. (
> > > > > I am going to carefully preserve and store the original drive train)
> > > > > I have been putting a lot on hold due to an impending move to CA and I
> > > > > finally am progressing on both fronts...the move and more importantly
>the
> > > > > engine.
> > > > > For those interested I finally have on its way the Lunati "350 C.I."
>stroker
> > > > > kit for the for the 5.0 motor for my Tiger, the hold up was the
>twisted
> > > > > wedge forged pistons (3.425 stroke and 5.4" rod with 4.030 overbore).
> > > > > Further update on the actual quality when I have it in my hands.
> > > > > For those thinking of ordering plan on a 2 month delay as Lunati has
>just
> > > > > been bought by Holley and have some bugs to work out of the ordering
> > > > > process.
> > > > >
> > > > > As an aside I found an interesting article in a magazine outlining
>"ALL??"
> > > > > of the stroker combinations from 302 - 357 and what the parts are (OEM
> > > > > source and application 351, 4 cylinder turbo, etc.) and how to
>arrange them
> > > > > to achieve the desired cubic inch displacements.
> > > > > PS: I keyed it all into a spreadsheet that calculates the compression
>ratio
> > > > > with different heads for each combination if anyone wants it emailed
>to them
> > > > > (I think I will try to sell it on ebay later ;>)). Any of you
>engineering
> > > > > guys just don't bash my low Tech computation methods. Send me a
>message
> > > > > offline if you want it.
> > > > >
> > > > > I am still waiting for my twisted wedge heads as I sent them in for
> > > > > "warranty repairs" even though I never ran them. All twisted wedge
>owners
> > > > > note that the original units came with the pedestal mount rockers and
> > > > > apparently the original configuration leads to severe guide and valve
>tip
> > > > > wear when valve lift exceeds .500 inches. The "fix" is to send them
>to Trick
> > > > > Flow and spend $100 US for them to machine the heads to accept screw
>in
> > > > > studs. (Steve L. I had them Heli-coiled ... Thanks for the input)
>They
> > > > > also include new Bronze guides and redo the valve job as well as
>supply new
> > > > > valve seals. Good value for $100 bucks I think. They have now been
>shipped
> > > > > and I will see them this week.
> > > > >
> > > > > So as it stands today here are the specs on my 350 motor combination
>(Being
> > > > > an Old Chevy guy I just love the displacement number!!!):
> > > > > 1990 5.0 HO motor
> > > > > 750 Holley DP ( I may buy or machine the venturis to eliminate the
>choke
> > > > > housing to improve airflow past the stock air cleaner)
> > > > > Edelbrock Performer RPM ported to match the Twisted Wedge heads. (had
>to
> > > > > open up each port about 3/16th of an inch on 2 sides on each port and
>then
> > > > > blended it back as far as I could about 3 inches.
> > > > > Trick Flow dual pattern hydraulic Roller stage 2 Cam roughly .543 lift
> > > > > intake and .548 exhaust.
> > > > > Trick Flow Twisted wedge heads slightly ported and matched exactly to
>the
> > > > > intake manifold ports. 7/16" screw in studs with comp cam roller
>rockers.
> > > > > Flat top pistons specially cut for the TW Heads with "0" deck height
>(Or
> > > > > darn near close to it) I would have preferred .010"
> > > > > Lunati crank with Lunati Racer 5.4" forged rods.
> > > > > Would like a Canton Road Race pan like Theo's but may have to wait a
>little
> > > > > until the finances recover a little (anyone got a used one????).
> > > > > I will have the entire assemble balanced even though the Lunati kit is
> > > > > supposed to be already balanced. I just don't know how they can
>without a
> > > > > flywheel.
> > > > > I plan to use the Centerforce Gold clutch arrangement with a wide
>ratio
> > > > > toploader (unless a GOOD deal on the T-5 comes up with the AMC
>tailshaft,
> > > > > Tail housing and shift rail)
> > > > >
> > > > > Dyno Test:
> > > > > I found an article on the www.summitracing.com
><http://www.summitracing.com>
> > > > > web site in the Stroker Madness area that does a dyno test on their
>347"
> > > > > motor with all the same bits cam, Heads and all. The only exception
>is it
> > > > > was tested with a Mustang EFI unit and they obtained 403 HP at 5700
>RPM
> > > > > with 395 lb. ft. at 4500 RPM. "Corrected" for the larger 350" engine
>that is
> > > > > 406 HP and 395.5 lb. ft. The Tech guys at Trick Flow indicated that
>in their
> > > > > "in house" tests the "carb engines" consistently seem make about 4-5%
>more
> > > > > power (but are not as fuel efficient), bringing me darn close to my
>goal at
> > > > > an approximated 406 X 1.05 = 426.3 HP. (422.24 HP on the low side).
>This
> > > > > weird result is probably due to the limitations of the tested EFI
>manifold
> > > > > designs as I believe that Fuel Injection is really the way to go.
> > > > >
> > > > > I can't wait to go for a DRIVE!!!!!
> > > > > Best regards to All,
> > > > > Tim Ronak
> > > > > B382000680
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