Single Part Number 5-Speed Swap: Summit Racing Simplifies Swapping a Modern Manual into Classic Mustangs

In our first installment of our ’68 Mustang rejuvenation project, we prepped our Blueprint 408 Windsor to be dropped in and replace the tired original 289. Since then, we did go ahead drop it in, but you’ll have to wait until the next installment to see that process. Our main point in dropping in the 408 right now is to set the stage for our transmission swap from a C-4 auto to T5 5-speed.

Now, for those that read the first article, you might remember that this particular ’68 Mustang has a lot of good stories and long history with one person. The author’s mother has owned it since 1971 when she was 16-years-old, and she has driven it for most of those 45 years. A little quick math will tell you that means she’ll be 62 years old this year- a point in time when most people are happily switching to automatics rather than stepping on clutches and rowing gears. So, why on earth are going the opposite way?

Let me tell you a little story.

A couple of years ago, my mom and her brother visited a friend up in the Great Smokey Mountains. While there, the friend tossed her the keys to his 2003 Saleen Mustang convertible to use while she was up there. Now, all of her previous experience with stick shift cars had been with stiff and jerky manual linkage in 1960s and 70s transmissions with imprecise shifters that felt like stirring a stick through rocks. So she was leery at first — this was high up in the mountains near the Tail of the Dragon after all! However, she liked the look of the clean, dark blue Saleen, so she decided to give it a try. And that’s when she discovered the world of difference a modern transmission equipped with a hydraulic throwout bearing makes. The light pedal effort with smooth engagement, paired with a firm and precise short-throw shifter, was wildly different than the leg-tiring clutches and log-truck-long throws she had been used to. My mom drove that Saleen for week, and almost talked the owner into selling it to her.

She still loves a fun car, so we decided to take the plunge and go for manual trans swap in the ’68. Needless to say, for our manual trans swap we’re going with a quality hydraulic throwout bearing. Paired with a clutch designed to have stock pedal effort (in reference to a late model Mustang), we should have a winning setup that will feel like that Saleen, but have 408 Windsor grunt to play with, and be wrapped in sexy ’68 Mustang steel.

There are a few transmission options on the market when it comes to overdrive manual trans swaps in classic Mustangs, but our favorite for street and mild autocross and track use is the good ‘ol Tremec T5. That’s not only because they enjoy a long history of being reliable and lasting a nearly forever when properly cared for, but just as importantly, they actually fit. T5s are fairly compact and round-cased transmissions, so they will tuck right up into any Mustang from 1964 ½ to 1973 with no cutting or permanent modification required. That’s not the case with the square cased TKO 500 and 600 — both of which will most certainly required some cutting or notching, or creative (and not recommended) driveline angle alteration. Forget about the T56 or other 6-speeds; you’ll be cutting and raising the tunnel to accommodate those.

The T5 swap has been around since at least the 1990s, so there are several companies that offer kits, with some wide variation in quality and components. Another problem, as anyone who has looked into exactly what it takes to swap a modern overdrive transmission into a classic Mustang will quickly discover, is that there is no such thing as a truly all-inclusive, everything-you-need package. Sure, there are a couple that get somewhat close and provide maybe eighty-ish percent of the necessary parts, but that last 20 percent or so can be a real pain to source because those small parts will come from various companies. That’s where Summit Racing saw an opportunity to step up and provide something unique. Thanks to their amazingly expansive catalog, they carry all of the brands required to put together a truly all-inclusive kit — so that’s exactly what they did.

Starting with an American Powertrain T5 swap kit as the basis, and working with expert Mustang technicians at Mustangs Etc in Van Nuys, CA, the Summit Racing package are being trial fit to ensure as easy and straightforward of an install as possible. The first available kits will be for small block powered (289, 302, 351W) 1967-1968 Mustang and Cougar, with 1964 ½-1966 and 1969-1970 following soon after. If there is significant demand, big-block kits may come later.

We should be clear — these kits aren’t intended for those that like to piecemeal things together, junkyard hop, or eBay and Craigslist browse. These kits are intended for those who want a single part number kit with all brand new, brand name parts.

Could you piece the same kit together for less?

Actually, no, not likely. You could go straight to the manufacturers to buy the same parts, but thanks to Summit’s size and buying power, they can typically sell parts for a bit less than elsewhere. Plus, where else are you going to get free shipping on all this stuff?

On top of all of that, everything in these kits is 100-percent bolt-in, meaning you could swap back to stock if you ever wanted to. That’s a bonus for our ’68 test car, because if a few years from now my mom is still enjoying her Mustang, but shifting that clutch is starting to become a problem, it can all be pulled out to put the C-4 back in it. We kept all the parts, just in case.

Scroll through the slideshow below to see how our T5 installation went.

[portfolio_slideshow id=55172]

Summit Racing 1964.5-1966 Mustang
(289, 302, 351W) Auto to T5 5-Speed Swap Kit Parts List

ARP-200-2802:  ARP Pro Series Flywheel Bolt Kits
ARP-150-2202:  ARP Pro Series Pressure Plate Bolt Kits
AWR-PFFO10001A:  American Powertrain ProFit Manual Transmission Installation Kits
AWR-HMFO02601G: American Powertrain Hydramax Hydraulic Clutch Release Systems
CTF-700220: Centerforce Steel Flywheels
CTF-DF920830: Centerforce Dual Friction Clutches
FMS-M-7007B: Ford Racing Bellhousing Separator Plate
FMS-M-6392-E: Ford Racing Bellhousing
FMS-M-7003-Z: Ford Racing Super-Duty T5 Transmissions
SDK-C5ZZ-7210-T: Scott Drake Shifter Lever
SDK-C5ZZ-7277-B: Scott Drake Manual Shifter Boot
SDK-C4ZB-7262-B: Scott Drake Shifter Boot Retainer
SDK-C6ZZ-7519-AR: Scott Drake Clutch Pedal Assembly
SDK-C5ZZ-7A624-B: Scott Drake Clutch Pedal Pad
SDK-C5ZZ-7B544-A: Scott Drake Clutch Pedal Pad Trim Cover
SDK- C5ZZ-2457-G: Scott Drake Brake Pedal Pad
SDK-D1ZZ-2A487-B: Scott Drake Brake Pedal Pad Trim Cover
SDK-C5ZZ2478RBMK: Scott Drake Clutch Pedal Roller Bearing Kit

Summit Racing 1967-68 Mustang/Cougar
(289, 302, 351W) Auto to T5 5-Speed Swap Kit Parts List

ARP-200-2802:  ARP Pro Series Flywheel Bolt Kits
ARP-150-2202:  ARP Pro Series Pressure Plate Bolt Kits
AWR-PFFO10001A:  American Powertrain ProFit Manual Transmission Installation Kits
AWR-HMFO02601G: American Powertrain Hydramax Hydraulic Clutch Release Systems
CTF-700220: Centerforce Steel Flywheels
CTF-DF920830: Centerforce Dual Friction Clutches
FMS-M-7007B: Ford Racing Bellhousing Separator Plate
FMS-M-6392-E: Ford Racing Bellhousing
FMS-M-7003-Z: Ford Racing Super-Duty T5 Transmissions
SDK-C5ZZ-7210-T: Scott Drake Shifter Lever
SDK-C5ZZ-7277-B: Scott Drake Manual Shifter Boot
SDK-C4ZB-7262-B: Scott Drake Shifter Boot Retainer
SDK-C7ZZ-7519-AR: Scott Drake Clutch Pedal Assembly
SDK-C5ZZ-7A624-B: Scott Drake Clutch Pedal Pad
SDK-C5ZZ-7B544-A: Scott Drake Clutch Pedal Pad Trim Cover
SDK- C5ZZ-2457-G: Scott Drake Brake Pedal Pad
SDK-D1ZZ-2A487-B: Scott Drake Brake Pedal Pad Trim Cover
SDK-C5ZZ2478RBMK: Scott Drake Clutch Pedal Roller Bearing Kit