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t5 internal slave cylinder

Fst Blk

Fst Blk

Well-Known Member
I'm just needing a place to bounce some ideas about an internal slave cylinder for the t5's. Looking at Modern Drivelines setup, it looks like this could be done on a grassroots level for alot less money.
Using a 2005-up v-6 Mustang internal slave cylinder
http://www.rockauto.com/catalog/moreinfo.php?pk=1301973
It's listed for 100 bux.
I'm just wondering what else needs to used.
I found this good write-up about installing the M/D setup in a 69
http://www.mustangandfords.com/techa...wap/index.html

http://www.mustangandfords.com/techa.../photo_22.html


Judging by this, it's just as simple as measuring and installing a spacer. I'm just wondering if I'm missing something.
Bill
 
I assume that you are talking about PN 4R3Z7A508AA, CSA650109, SC142113 used on all Mustangs 2005 - 2010. I think this will fit a t-3650, not sure ot would fit a T-5 or TKO. Keisler does list a kit for the TKO but it does not look quite like this one, but they may be using a stock picture & not the actual.

It would be nice if it did as a friend of mine has a Kit Cobra with an external slave connected to the clutch fork. The design is VERY poor, can not believe a major kit manufacture would make something so hokey... This would be a great replacement!!!

http://www.dormanproducts.com/da-6425-cs650109.aspx

http://www.keislerauto.com/ford/ford-parts-and-accessories/clutch-actuator-kits/hydraulic-clutch-actuator-kit-for-1964-1973-mustang/shop.flypage_acc.html

Mike
 
Hey 67. your last two links dont work?


I am interested in this also, but $650 for the Keislerauto is nucking futs! I would be stoked if I could just use a $100 part for this task, and I am still needing to do my swap this winter (running out of time)
 
"Coupe" said:
I wonder if the price difference is because of the adjustable length of the high dollar unit?
Click to expand...

I think so. My concern is that that bell on the 94-95 trans is longer than the fox. I wonder if the new t5 bells are longer also. That would be the case. I guess someone could always pick one of these up at the local parts store and see what it looks and how it fits. As long as the part is unused, I'm sure you could return it.
Bill
 
Seems the 2005 V6 uses a T-5, GT uses the TR-3650 & gt500 uses a TR-6060. All have the same slave listed. Sure wish I had researched this when we had the T-5 out of the kit Cobra.

http://en.wikipedia.org/wiki/Ford_Mustang_(fifth_generation)


http://www.rockauto.com/

4R3Z7A508AA, CSA650109

http://www.dormanproducts.com/da-6425-cs650109.aspx


2010 FORD MUSTANG: SHELBY GT500 V8 - 5.4L (330 CID): GAS: FI: S: S
2010 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N: H
2010 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N: N
2009 FORD MUSTANG: SHELBY GT500KR V8 - 5.4L (330 CID): GAS: FI: S: S
2009 FORD MUSTANG: SHELBY GT500 V8 - 5.4L (330 CID): GAS: FI: S: S
2009 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N: H
2009 FORD MUSTANG: BULLITT V8 - 4.6L (281 CID): GAS: FI: N: H
2009 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N: N
2008 FORD MUSTANG: SHELBY GT500KR V8 - 5.4L (330 CID): GAS: FI: S: S
2008 FORD MUSTANG: SHELBY GT500 V8 - 5.4L (330 CID): GAS: FI: S: S
2008 FORD MUSTANG: SHELBY GT V8 - 4.6L (281 CID): GAS: FI: N: H
2008 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N: H
2008 FORD MUSTANG: BULLITT V8 - 4.6L (281 CID): GAS: FI: N: H
2008 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N: N
2007 FORD MUSTANG: SHELBY GT500 V8 - 5.4L (330 CID): GAS: FI: S: S
2007 FORD MUSTANG: SHELBY GT V8 - 4.6L (281 CID): GAS: FI: N: H
2007 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N: H
2007 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N: N
2006 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N: H
2006 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N: N
2005 FORD MUSTANG: GT V8 - 4.6L (281 CID): GAS: FI: N:
2005 FORD MUSTANG V6 - 4.0L (245 CID): GAS: FI: N:
 
Many owners of the 4.0L Mustang upgrade the clutch only to find the T-5 with broken gears or wishing for a closer ratio gear set. The answer to this problem is to install a 2.95:1 first gear set with either a .73:1 or a .80:1 overdrive. This will allow the owner of a 4.0L Mustang to add twice the power without the fear of breaking the gears. Torque rating after the 2.95:1 gear set is installed is 350ft/lbs or about 450hp. This type of T-5 works very well in Shelby Terelinqua
Click to expand...

This is from Modern Driveline's site. It suggest that the 2.95 z-spec/cobra input shaft is a direct bolt-in. If that be the case then the input shafts are the same length and in applying that logic the salve should be a direct bolt-in?????
Bill
 
Seams like it could be. But then again i subscribe to the theory that if it is too easy it must not be true... I agree this would be an excellent option.
 
Im at least two months out, I need to finish replacing the bottom of my car first, then the 5 speed goes in. Who is going to try this first?
 
"Coupe" said:
Im at least two months out, I need to finish replacing the bottom of my car first, then the 5 speed goes in. Who is going to try this first?
Click to expand...

I'm years out :nut
Bill
 
"jmlay" said:
Sounds like a volunteer right there. Anyone know the depth of a the new 2005 -2010 bell housings?
Click to expand...

That is what I have been trying to find out. I plan to call Bruce at Modern today and find out whether the input shafts are a direct swap. Then ask about if he has ever thought about using the oem internal slave and get his thoughts on it.
Bill
 
"67 Fastback" said:
That is what I have been trying to find out. I plan to call Bruce at Modern today and find out whether the input shafts are a direct swap. Then ask about if he has ever thought about using the oem internal slave and get his thoughts on it.
Bill
Click to expand...

Well, if you do the leg work and find that it is a huge money saver and we all think it will work I may give it a try.
 
There are several issues to over come when using the 2005-2010 CSC bearing. One is there is no vent, second, proper mount needs to be built as the bearing retainer from a 2005-2010 mustang will not bolt on to a earlier T-5. You can forget about using it on any other transmission. We are working on a internal hydraulic bearing that will be much cheaper then the aftermarket bearing on the market. Most CSC sell for between $360 to $540. This is the reason we built the external slave cylinder kit complete with brackets, line and cylinder for $225. It bolts on to any T-5/TKO aluminum bellhousing or to the transmission case. We made sure the master and slave are sized correctly to proper release and maintain a low pedal effort.

Regards, Bruce - Modern Driveline
 
Thanks Bruce. I appreciate you taking the time to come here and answer this question.
Bill
 
Thanks for the info, I would really like an internal bearing over the external. Do you have a time frame for introducing your new bearing?
 
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