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Topic: What about using a M5R2 (Read 4894 times) previous topic - next topic

What about using a M5R2

I have done some reading on these trannies and they seem to be quite strong...some are saying much stronger than the T-5?
I believe they were used in the super coupes too but they were also used in ford trucks all over.
Anyone have torque numbers on these? All I can find is this:
The M5OD aka M5R2 has the following ratios in an F-150:
1st: 3.90
2nd: 2.25
3rd: 1.50
4th: 1.00
5th: 0.80
Reverse: 3.39
Also if a truck tranny is used where does the shifter sit at? It looks to be more in the middle of the tranny as the T-5 sits what looks to be much further back.
I am looking for options in my 92 5.0
~Rich
92 T-Bird 5.0HO(yeah I know it is over an 88 but I like this forum :D )
Upgraded exhaust 2.5" to3" to 2.5" duals and single 3" hi-flow cat, deleted smog and a/c, cold air,ported mass air(for now).
upgrades to come-T-5 swap,3.73gears,Gt40p intake&heads,cam.

What about using a M5R2

Reply #1 –
Oh I found some specs on SC cars.
89-93 M5R2
1st 3.75
2nd 2.32
3rd 1.43
4th 1.00
5th 0.75
R 3.26
94-95 M5R2
1st 3.42
2nd 2.16
3rd 1.34
4th 1.00
5th 0.75
R 3.26
Is the bell the same?
~Rich
92 T-Bird 5.0HO(yeah I know it is over an 88 but I like this forum :D )
Upgraded exhaust 2.5" to3" to 2.5" duals and single 3" hi-flow cat, deleted smog and a/c, cold air,ported mass air(for now).
upgrades to come-T-5 swap,3.73gears,Gt40p intake&heads,cam.

What about using a M5R2

Reply #2 –
The bell housing should be the same. I know some guys here have used 3.8 v-6 bell housings from the 94 up mustangs and bolted them to 5.0's. I don't see why you couldn't use them. I think the 300ci i-6 in the ford trucks are probably rated for higher torque if you end up using one out of a truck, that would be one I would choose. Also, a lot of Mazda/ranger pick ups and explorers had them as well. May help you to broaden your search a little bit.
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com

What about using a M5R2

Reply #3 –
rangers use the M5R1, and the integral bellhousing means none of the ranger offerings will bolt up to a 5.0
gumby - beauty may fade, but stupid is forever!

What about using a M5R2

Reply #4 –
You'd need the correct balance flywheel in 164 tooth from for the M5R2.
-- 05 Mustang GT-Whipplecharged !!
--87 5.0 Trick Flow Heads & Intake - Custom Cam - Many other goodies...3100Lbs...Low12's!

What about using a M5R2

Reply #5 –
IIRC You'll need a flywheel, block plate, starter, and clutch kit for an early 90's 5.0 5 speed F-150. And the trans, pedals, slave cylinder & hoses, console top, and maybe the trans crossmember & driveshaft from a 5 speed SC.
Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)

What about using a M5R2

Reply #6 –
There's also a reason the 5.0 truck guys swap 'em out for the ZF 5 speed that comes with the 351w trucks... ;)

They're not that strong when put a lot of power to them.
For the cost of getting one, and all the parts to make it work, I'd guess you could probably beef a T5 up and have the same power capability in a package that already fits...just my opinion though.
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

What about using a M5R2

Reply #7 –
He has a 92 so a T5 won't work too well because the shifter would be too far forward. I had to look back up at the op before I posted just to be sure we weren't talking about a fox. :hick:

The M5R2 is pretty strong, but the synchros wear out pretty fast.
Matt
1984 Thunderbird - 89 302 HO, GT40 heads w/ Trick Flow springs, E303 cam, Edelbrock Performer 289 intake and 600 cfm 4bbl, Mustang headers, Jegs o/r H pipe, Dynomax lers, Mustang AOD and shifter, Mustang 8.8 w/ 3.73s, 3G alternator, Mustang front and rear sway bars, KYB SN-95 front struts and shocks, and 11" front brakes.

1988 Mustang GT - GT40 heads, Explorer intake, 70mm throttle body, 70mm MAF, Crane 1.7 rrs, E303 cam, Kirban Kwik shifter w/ Pro 5.0 deluxe handle, aluminum clutch quadrant and firewall adjuster, o/r h pipe, Dynomax lers, 3G alternator, aluminum radiator, and 3.27 gears.
 
1986 Cougar 5.0, 1989 Mark VII LSC 5 speed, 1980 Mercury Zephyr 4 door (sold)

What about using a M5R2

Reply #8 –
early gen M5R2's were pr0ne to leaking as well. (atleast in the F150's)  Bummer about them is the integral clutch/bearing.  If anything happens, the whole trans has to come out.  My guess is to find a 90's car version and have everything there for swapping out.  IMO, they're not the most bulletproof.  Like FTF said, most truck guys ditch them asap, and find a ZF5.  I would post a picture of mine from an '89 f150, but it's buried under snow....but IIRC, the shifter is pretty far forward on the truck version.
1987 TC

What about using a M5R2

Reply #9 –
Well I saw somewhere a b&m shifter that ended up further back that would help with the T-5 swap. but the M5R2 looks to be just as strong as the T-5, and as far as I can tell both swaps require a swap of driveshafts. What shaft is used when going with the T-5? The M5R2 just uses the 5sp driveshaft from a 5sd T-bird.
Also when I look at the T-5 and M5R2 it looks like the t-5 would place the shifter a lot further towards the rear of the car and the m5r2 would be much futher forward....which will be closer to the factory floor shifter that is in it now?
~Rich
92 T-Bird 5.0HO(yeah I know it is over an 88 but I like this forum :D )
Upgraded exhaust 2.5" to3" to 2.5" duals and single 3" hi-flow cat, deleted smog and a/c, cold air,ported mass air(for now).
upgrades to come-T-5 swap,3.73gears,Gt40p intake&heads,cam.

What about using a M5R2

Reply #10 –
Quote from: dadstoys2;247208
Well I saw somewhere a b&m shifter that ended up further back that would help with the T-5 swap. but the M5R2 looks to be just as strong as the T-5, and as far as I can tell both swaps require a swap of driveshafts. What shaft is used when going with the T-5? The M5R2 just uses the 5sp driveshaft from a 5sd T-bird.
Also when I look at the T-5 and M5R2 it looks like the t-5 would place the shifter a lot further towards the rear of the car and the m5r2 would be much futher forward....which will be closer to the factory floor shifter that is in it now?
~Rich

The T5 can and will use the stock driveshaft in your Fox, and the hole in the floorpan will be the same. (if you have an auto car, you'll need to cut the hole)
The M5 will take a new driveshaft, and the shifter location will be way off, as mentioned.

Have you looked into a Tremec, as an option?
Myself, Id go with that anyday over swapping an inferior transmission...plus, it'll bolt up with nothing more than a new bell.
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)

What about using a M5R2

Reply #11 –
Whether or not it's inferior is debateable.  I've seen enough low mile T-5's let got to know if it was a choice between the T-5 and the M-5; I'd go M5....
-- 05 Mustang GT-Whipplecharged !!
--87 5.0 Trick Flow Heads & Intake - Custom Cam - Many other goodies...3100Lbs...Low12's!

What about using a M5R2

Reply #12 –
A t-5 would be useless in a junkyard swap in a 92 cougar. The other one has the right sized length, so he should have to get the supercoupe manual driveshaft and the tranny. With a t-5 he would need a custom driveshaft and shifter.
Quote from: jcassity
I honestly dont think you could exceed the cost of a new car buy installing new *stock* parts everywhere in your coug our tbird. Its just plain impossible. You could revamp the entire drivetrain/engine/suspenstion and still come out ahead.
Hooligans! 
1988 Crown Vic wagon. 120K California car. Wifes grocery getter. (junked)
1987 Ford Thunderbird LX. 5.0. s.o., sn-95 t-5 and an f-150 clutch. Driven daily and going strong.
1986 cougar.
lilsammywasapunkrocker@yahoo.com

What about using a M5R2

Reply #13 –
Yeah, I keep forgetting he's referring to an MN-12 and not a fox...my bad.

In that case, I'd locate the M5 stuff as needed...they ain't THAT bad, but I  sure wouldn't put much more than 300 lb.feet of torque to one. Least not a stock one at that...
'98 Explorer 5.0
'20 Malibu (I know, Chevy, but, 35MPG. Let's go brandon, eh)
 

What about using a M5R2

Reply #14 –
So the T-5 does not fit to my driveshaft? And the shifter does'nt either? Ugh....
Guess it will have to be thee M5r2
92 T-Bird 5.0HO(yeah I know it is over an 88 but I like this forum :D )
Upgraded exhaust 2.5" to3" to 2.5" duals and single 3" hi-flow cat, deleted smog and a/c, cold air,ported mass air(for now).
upgrades to come-T-5 swap,3.73gears,Gt40p intake&heads,cam.