BREAKDOWN OF MUSTANG TRANSMISSIONS FROM 1979 TO PRESENT - @ModernDriveline

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SROD (SINGLE-RAIL OVERDRIVE)

The Single-Rail Overdrive, otherwise known as the SROD, is considered a “wide-ratio” 4-speed gearbox and features a smooth aluminum case with fully synchronized forward gears.
The reverse was left unsynchronized. The input shaft is a 10-spline while the output shaft is a 28-spline. On the VIN Door Tag, the Transmission Code is the number 6.
Because the SROD is unable to handle the increased horsepower, they are rarely seen being used in anything other than in a restored Ford Mustang.

Gear ratios for the SROD Mustang Manual Transmission are:

SROD GEAR RATIOS
Year……………………..	1st	2nd	3rd	4th	Reverse
1979 To Early 1983	3.07	1.72	1.00	.70	3.07

The SROD can be found behind:

1979 Ford Mustang GT 5.0L V8
1982 to early 1983 Ford Mustang GT 5.0L V8

BORG WARNER/TREMEC T5

The venerable T5 Transmission is the longest-running transmission style used in the late model Mustang.
The heavily ribbed cast aluminum case serves as the home for fully synchronized 5 forward gears and reverse and features a 10-spline input shaft with a 28-spline output shaft.
There were many variations over the years, so stick with me here. 1983 1/2 to 1984 Mustang T5 manual transmission is called a Non-World Class, or NWC.
They are the least desirable of the V8 T5 manual transmissions as the gear metallurgy, synchronizer design, and bearing arrangement were based on old technology.

In the 1985 Mustang model year, the T5 was “upgraded” to a World-Class, or WC unit.
This added a much better synchronizer design, wide-ratio gearset, needle bearings for 1st, 2nd, and 3rd speed gears, and improved metallurgy throughout.
In 1989, the metallurgy was once again improved on the 2nd Speed Gear, 3rd Speed Gear, and Countershaft Cluster Gear.
The tooth pitch of 2nd and 3rd was revised for strength and the gear ratios were slightly altered. 1992 brought about a welcome upgrade in synchronizer facing material from organic to carbon fiber.
The reverse synchronizer assembly was also revised for better engagement.

In 1993, for the Cobra and Cobra R Mustang, the countershaft cluster gear received a special coating and the input bearing was upgraded from a Torrington style to a tapered roller bearing.
1994-1995 Mustang T5’s shared the same features as the Fox last variants, but the input shaft and input bearing retainer were a longer length.
1994-95 T5 will not fit Fox Mustang and 1983-93 T5 will not fit 1994-95 Mustangs without extensive modification.
1983-1989 Mustang T5 was equipped with a yellow 7-tooth speedometer drive gear and 1990-1995 Mustang T5 was equipped with a light green 8-tooth drive gear.
Gear ratios over the years for the Ford Mustang T5 are:

BORG WARNER/TREMEC T5 GEAR RATIOS
Year……………………..	1st	2nd	3rd	4th	5th	Reverse
1983 1/2	2.95	1.94	1.34	1.00	.73	2.76
1984	2.95	1.94	1.34	1.00	.68	3.15
1985-1988	3.35	1.93	1.29	1.00	.68	3.15
1989-1995	3.35	1.99	1.33	1.00	.68	3.15

The T5 can be found behind:

1983 to 1993 Ford Mustang LX and Mustang GT 5.0L V8
1993 Ford Mustang Cobra and Cobra R 5.0L V8
1994 to 1995 Ford Mustang GT and Cobra 5.0L V8

FORD RACING/TREMEC SUPER DUTY T5

This Mustang transmission justified its own mention due to its significance in the aftermarket as both a restoration and a performance part.
Basically, the T5 “Z” spec takes all the good updates and rolls them into one transmission.
The aluminum case is the latest revision and is the strongest offered on a production T5. Second, Third, and countershaft gears are all double moly.
All of the synchronizers are the latest revisions, with the 3rd and 4th featuring a carbon fiber facing. It has the 93 Cobra-style input pocket bearing and is already equipped with a steel input bearing retainer.
It has the standard-issue 10-spline 1-1/16 input shaft and 28-spline output shaft.
The speedometer drive gear is the desirable 7-tooth.
Gear ratios for the LRS-7003A Heavy Duty T5 Manual Transmission are: