Dave going into the T5 a bit further; is it really as simple as bolting a flat pale to the T5 and then bolting the auto-bell housing to said flat plate? Wouldn't the input shaft need to be turned down and or the A-series flywheel need to be machined?

The T5 sequential system looks very doable for a budget man.

The shift kit is spendy though.

Ive always loved the s-10 world class t-5 only 35kg
would the input shaft would vary from chev to ford?
I guess the spline on the custom clutch plate would
be important and flywheel would stay as an A series
unit to suit the auto spline but starter on the auto
bellhousing should be fine just would be easier for
a Clutch release bearing and slave assembly than
making a hole, drill tap to fit a stock cable setup.

Racejunk sometimes has the close ratio t5 units for cheap
which beats any other box for variety of ratios.
I would use the H pattern as it is then save up
for the seq kit for the last stage.

That sequential shifter is only $2500 while a fully sequential transmission is $2300 (7-speed paddle shift). Doubt if it would be easy to adapt to a 1200


Quote:Generally speaking, yes it could be that simple ... but I don't know of anyone who has adapted a T5 to an A-engine
* length of input shaft varies, but you can vary the thickness of the adapter plate. Sometimes the shaft diameter is close enough to use an alternative pilot bushing
* Custom clutch disc usually not required just a disc with the appropriate splines, the A-series flywheel can use up to 200mm disc
* use a hydraulic clutch release bearing for easy fitment

T5 input shaft is usually TOO SHORT i think ... 6-6.5" long up to 7.2" versions (including 1" pilot area), which is shorter than A-series bellhousing? Commodore T5 input shafts are up to 9.5" long

There are over 200 varieties of T5, including different overall lengths, and input shaft lengths. I'm told input shafts are easy to change

Bolt patterns (front of gearbox)
* Ford-type: Ford, Nissan, AMC
* GM-type: Chevrolet pattern

For more details see our tech article: T5

I'd be reluctant to use that sequential shift mod. Syncros have a hard time normally and "bashing" them through as quickly as shown would have me thinking they're going to fail sooner than later. There's a skill to clean changes that relies on feel through the palm of your hand, double de-clutching, heel and toeing etc etc.

DD that 2300 dollar seq paddle shift is computer controlled?
or full mech?

DVR I agree with you about H pattern art, I enjoy it but synchros
wont be an issue as they are so strong on a WC t5 and they are
cheap as chips, easier than any box to replace all parts.
A beautiful modular design inside and out, four bolts accessible
from the outside to remove box leaving bellhousing on the car
with fly, clutch and starter on same easer for install.
Rebuilds and removing front input shaft are a piece of cake
the things are like kids Leggo - This box is legendary

There was a NZ car with a cut and shut early escort T5 he used
for his race car as he was preferred not to destroy 60 series boxes.

It definitely would be a great option and modular setup that one
could as money budget allowed and skills maxed out allow one to
get excellent ratios cheaper than any box, use the H pattern with
a short shift kit a first and get to the best times on the track
then eventually get that extra second improvements with a seq kit.

If not still an awesome toy to have for something different that
is not in just a hyper car or high$$$ late race car but a datto.

To my knowledge all DCT are electronically controlled (from the 1950s until the new 2019s). It's one gearbox with two complete manual gearsets inside. A clutch to disengage one gearset and another clutch to engage the next simultaneously. So it can go to the next gear insanely fast. All the car brands have offer them now, from Porsche to KIA to Ford. The GT-R has an Aisin with Borg-Warner DCT parts

Getrag DCTs are going cheap on eBay USA

Cant imagine what the weight is as they are complicated auto box with ecu(s)
also to adapt and get all the sensors going would be a nightmare

I think the t5 is looking like childs play in comparison
Theres no cut and shutting or anything complicated

T5 sequential shifter $2600 (does not include the gearbox)
BMW DCT gearbox ECU - $1500 stand alone kit is designed for BMW 7-speed DCT swaps into other cars. You can put the BMW DCT in basically any car, and the good thing is that you still have a usable clutch pedal, the transmission is treated like a sequential gearbox. You use the clutch pedal like a manual car to get the car going in 1st gear

Racers take note: The kit has no automatic mode

I have a recent painful experience with DCT gearboxes. My Ford 2.0L TDCi with a 6 speed powershift has developed an intermittent transmission fault. 3500 for a secondhand box, 5000 all up fitted (it's a big job), 13000 for a new box from Ford, 2500 for the mechatronic unit that's the likely fault. I'd be very cautious about any DCT based on this experience.

I decided I'd rather replace the car than fix it, the new family wagon is a VF SSV Sportwagon. Much more fun!

Anyone after a Ford that needs fixing?