T5 Rebuild Kits

So i need to rebuild a T5 for my thunderbird. looking at kits the ford m-7000-a kit is most popular but it says you have to buy another bearing for the 87-93 units. i also found a deluxe world class rebuild kit that's supposed to have the stuff for the 87-93 mustang / thunderbird. its about 150 cheaper and looks like it has the same stuff as the ford kit.

anyone here have personal experience or suggestions on this. I'm also going to get the kit with the brass shifter pads, billet shift keys, billet bearing retainer and add the steel front snout.

Thanks

There is no kit like what you've outlined, you would have to piece it together. Here is what I use.

https://www.thegearbox.org/catalog/item/...531891.htm

actually amp distributing has a kit with the parts i outlined and then the snout is separate. but the main question was on the rebuild kit and not the extra parts.

I'm not sure which kit your looking at over at AMP. The only bearing retainer they offer is the V8 retainer which is different from the 4 cylinder. I think the throwout diameter is different, I'd have to confirm that but the OD of the retainer to index it into the bell housing is definitely different. This is only aftermarket 4 cylinder retainer I'm aware of.

https://www.hanlonmotorsports.com/produc...7-4cyl-t5/

Amp distributing has this kit and this is what i was refering to. i get it on the snout/bearing retainer.

Oh, that's the rear plate for the counter shaft. Never found a need to replace the stamped one.

All the stuff you've outlined should work but what are your plans for this car? The only time we ever used that stuff is when someone was road racing.

i need a good trans to go behind my new engine. pushing 400+ at the crank now. want to make sure it holds up. mostly street but like to go play on the twisty roads going up the mountain where i live. we have a road course at the local track that i can go run too.

Have you considered converting to a V8 T5? The 4 cylinder version is only rated for about 240 ft/lbs where the strongest production V8 version was rated for 300 ft/lbs. I've run T5s behind SBFs making well over 400hp and not had an issue, opinions vary on that though. I'm not saying you can't run the 4 cylinder trans behind your engine, but it won't like being jerked around too much. I know of guys putting them behind stock 302s and some break them in a week, others baby the car and they run for a long time.
If you're going to the expense to rebuild a transmission I would seriously consider finding a used V8 trans or buying the gears to convert yours.

I understand your comments. i need the low first gear for the tbird with a lightened flywheel and living at 5000+ altitude and drive to 7500 ft at times. i get the lower rating but most of that is in the lower gears. to get the 3.35 first to work i need 4.30 gears and then that kinda takes away from the overdrive for travel.  eventually i will build a t56 to put in it and then will have more overdrive and can put in a low gear in the rear.

I'm building a 2.3 with a goal of 400 whp. The parts and plan is an aluminum V8 flywheel, V8 clutch, V8 T5. The flywheel/clutch combo is slightly lighter than the stock 2.3 stuff but not like the aluminum 2.3 flywheel, it's somewhere in the middle but I'd have to check weights again to give you the exact number.
I'm running a 3.73 now with the stock 2.3 and T5 which is a bit tall in my opinion. By my math, the 3.35 first will give slightly more time in 1st but it has a higher overdrive, .68 instead .79. It might take a little more clutch slipping to start out on hills and such but you can run a much milder, street friendly clutch when using a V8 clutch and still hold the power. I cannot imagine running a 4.10 let alone a 4.30, it would be way too much gear.
Everyone's situation is different, I'm at about 900 feet elevation which is quite different from 5000. Good conversation.