T5 Transmission Conversion Kit Deluxe 289/302/351 1965-1966

CJ's Part Number:
T5CK10
T5 Transmission Conversion Kit Deluxe 289/302/351 1965-1966 is rated 3.3 out of 5 by 3.
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MSRP $4,341.91
$3,799.99
You save 12%

Deluxe T5 Transmission Conversion Kit for 1965-1966 Mustangs with 289/302/351 Engines.

The deluxe conversion kits includes almost everything required to convert a 1965-1966 manual transmission small block car over to a T5 transmission using the late model bellhousing and cable linkage setup.

Deluxe T5 Conversion Kit Includes:
- New Ford Racing Super Duty T5 transmission with factory style shifter
- New Ford T5 bellhousing
- Separator Plate
- Late model clutch fork
- Clutch fork cover for bellhousing
- Billet steel flywheel (28oz. balance) (157 tooth)
- 10.5" CJPP King Cobra Clutch Kit (clutch, pressure plate, throwout bearing, pilot bearing and alignment tool)
- ARP flywheel bolts
- Pressure plate bolts and alignment dowels
- Cable clutch conversion kit
- Transmission mount
- T5 transmission crossmember (T5C7)
- T5 transmission to bellhousing bolts
- T5 conversion driveshaft with u-joints
- T5 driveshaft yoke
- Original style shifter handle for T5
- Original style 5 speed pattern shift knob
- 18/20/23 tooth speedo gears for a starting variety

Please Note: When converting a manual 289/302/351 Mustang to a T5 transmission, using a 1979-1993 late model bellhousing, you will need an aftermarket starter designed for use with a 157 tooth flywheel.

*This kit is designed for the original early engine balance of 28oz. If you are using a late model engine, you will need to change the flywheel.
*If the car being converted is an automatic transmission vehicle, you will need to source the manual pedal assembly and shifter boot/bezel parts separately.
*One thing to note of this clutch is that some 1986-1993 Ford Mustang 5.0L Bellhousings will possibly need to have the area "trimmed" in between the bottom/center and clutch release lever hole. Ford had two foundries make their bellhousings and only one has this issue, it is most common on 1989-1990 bellhousings. For some reason, the bellhousings from the one foundry had a raised "lip" that can cause contact/interference with the Pressure Plate. The area around the inside of the bellhousing needs to be trimmed approximately 8-10MM.

Installation Videos

Vehicle Fitment

This product will fit the following Mustang years:

Rated 3 out of 5 by from Good Kit but some Issues I bought this kit to install my Ford Racing T5 on a 1966 Mustang Coupe w/289. The kit came delivered in pieces over a month. I was in the process of overhauling the car so it was easy to install with the engine out. Everything on this kit fits nicely. I did not have to do any modifications other than drilling holes for the cable clutch. I have been running this kit for two years and had problems with these areas: The clutch that comes with this kit had to be removed and balanced (reason for 3 stars). The flywheel was balanced and ensure you install the 3 mounting pins and the roller pilot bearing. The clutch would cause vibration from 2000-2500 RPM. I ended up taking it to a driveline shop and they balanced it. I recommend taking the flywheel, clutch, and driveshaft to a machine shop to ensure it is balanced before install. CJ should offer another clutch option with this kit. The cable clutch is smooth and I like the simplicity versus a stock or a hydraulic system. It also comes with a plate that reinforces the pedal area of the firewall. You will have to find headers that clear the cable though. I ended up going with Heddman Shorties. I head Doug Thorley Tri-Ys clear for long tubes but they are expensive! The shifter is nice but I find that it is angled too close to my right knee. I switched it out for a Hurst shifter. CJ should offer that option with this kit. Other than that, everything else went in smooth and I like cruising the T5. I can do 70 mph on the highway at 2000 RPM easily. It is also fun getting to that speed as well!
Date published: 2015-04-08
Rated 2 out of 5 by from Good and bad, but overall dissappointed TLDR: I could have done the conversion for less money and fewer headaches if I had taken the time to spec the parts myself. First let me start off by saying, yes, this kit did have everything I needed to convert a 66 mustang from a C4 to a new T5Z, except as noted, it does not include the clutch pedal hardware (already had it). That being said, it is not a simple bolt together affair, and the quality of some of the parts has left a lot to be desired and caused a significant amount more work. I was also really impressed with how quickly I received the kit even though it said it wasn't in stock. I ordered it well in advance of when I was going to install it, and received it a week after ordering. THE GOOD 1) The T5Z is great! The gear ratios are an excellent match with the 3.55 rear end I had already installed. Only gripe was the casting was king of rough, especially on the tailshaft housing, but it goes under the car, so I don't really care. 2) Bellhousing was beautifully cast then machined. 3) Inclusion of three speedo gears was nice, but seems excessive. Should just shave a few bucks off the kit, and select the ONE you need from a dropdown when ordering. 4) Driveshaft appears to be top notch. I would have preferred to see greasable ujoints included. 5) Cable clutch kit is top notch. I have Hooker Comp headers and would have preferred to order without as fitment was unknown, but I was lazy and decided to roll the dice. So if anyone is wondering, no, the cable clutch kit will not work with Hooker Comp headers. I didn't like the clutch feel either. I ended up going hydraulic by adding the slave cylinder on to the bellhousing, and couldn't be happier. My wallet on the other hand... 6) Shiter and knob keep an original look and function great. THE BAD 1) Before you do anything, take the flywheel and pressure plate to a reputable shop and have them balanced and indexed. As the other reviewer noted, others out there in internet land have pointed out, and my experience proved out, the consistency of the balance on these flywheels is suspect, and these pressure plates clearly ARE NOT balanced at the factory. Save yourself the time and frustration of installing/uninstalling the transmission multiple times, and just have both of them balanced together before you install it. Also, you absolutely 100% have to install the alignment dowels. If you can't do it or don't feel comfortable, take it to a shop. 2) The T5 slip yoke I received with the kit appears to be out of spec as I could not under any circumstances get it installed. After inserting it about an inch it becomes stuck to the point where removal is difficult. I reused my original C4 slip yoke with much success. Just another unnecessary expense. 3) While attaching the provided transmission mount to the provided cross member, the bolts, which appear to be cast into the rubber isolators, broke free and now spin freely in either direction. Because of the way the crossmember is designed, I can no longer remove the crossmember and mount from the transmission and will ultimately end up cutting it off and figuring something else out. 4) Speaking of the crossmember, while it does function and manage to physically fit the transmission into the tunnel, the resulting pinion angles are atrocious because in order to get the T5 to clear the tunnel support, the crossmember sits lower, pointing the tailshaft so far down that I ended up with 4 degrees of UP angle to the driveshaft. In my case it's worse because the whole car has been lowered an inch, so some of that's my problem, but I'm pretty sure a better option would have been to have customers cut out the tunnel support, and raise the crossmember a half inch or more to the correct location. In my case I'm having to utilize lower engine mounts as well to help correct things. 5) Kit says it includes bell housing bolts. That's either a misprint, or I misunderstood. It does include the four bolts necessary to bolt the transmission to the bellhousing, but for bolting the bellhousing to the engine, I was unable to reuse the originals due to the new bellhousing being thicker, and needed to purchase new bolts--four of which need to be 1/4" longer than the other two.
Date published: 2015-08-19
Rated 5 out of 5 by from T5 gearbox and fitting kit Bought the t5gearbox and fitting kit arrived in the amount of days stated....The box the gearbox was in had broken up Inn transit and the gearbox had moved about but was ok ..I fitted the T5 box using all parts supplied in the kit it went in with no problems except the gear shifter gaiter but that's fine .... BIG thanks to Cj pony ....my mustang is now mobile again thanks .
Date published: 2017-03-18
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i have a 66 mustang with a 3 speed stick i want to upgrade to the t5 the motor is a 302 boss will this kit work?

Asked by: kendogg383
Yes.
Answered by: jmg1
Date published: 2019-07-23

what is the warranty on the new t-5 transmission?

Asked by: matt 65
Please call toll free at 1-800-888-6473 and speak with a sales rep. for warranty information.
Answered by: rk cjpp
Date published: 2019-06-24

I am working on a 1965 Mustang with the 260 CI. Wanted to know if this kit will also bolt up to that motor.

Asked by: Anonymous
Sorry it will not.
Answered by: rk cjpp
Date published: 2019-06-20

Is this capable of handling 400-450hp? Approximately the same in torque? 

Asked by: 347strokerdude
No it is not. Features and Benefits: - World Class 5-Speed Manual Transmission With Short-Throw Shifter - 300 ft/lbs Torque Capacity - Double Moly 2nd Speed, 3rd Speed And Countershaft Cluster Gears - Carbon-Fiber 3-4 Blocker Rings - Improved Synchronizers And Bearings - 1-1/16” Diameter 10-Tooth Input Spline - 28-Tooth Output Spline - 7-Tooth Speedometer Drive Gear - Cobra-Style Pocket Bearing - Steel Input Bearing Retainer
Answered by: rk cjpp
Date published: 2019-04-26

will this kit fit a 1966 mustang with a 351 cleveland and mustang 2 hub to hub suspension set up

Asked by: louie douie
The flywheel and clutch will not work with a Cleveland.
Answered by: rk cjpp
Date published: 2019-04-02

I have a 1966 mustang coupe 302 engine and C4 transmission. I want to change it to T5. Will it work? Do I need to do any modifications?

Asked by: Joe Antik
Please Note: When converting a manual 289/302/351 Mustang to a T5 transmission, using a 1979-1993 late model bellhousing, you will need an aftermarket starter designed for use with a 157 tooth flywheel. *This kit is designed for the original early engine balance of 28oz. If you are using a late model engine, you will need to change the flywheel. *If the car being converted is an automatic transmission vehicle, you will need to source the manual pedal assembly and shifter boot/bezel parts separately. *One thing to note of this clutch is that some 1986-1993 Ford Mustang 5.0L Bellhousings will possibly need to have the area "trimmed" in between the bottom/center and clutch release lever hole. Ford had two foundries make their bellhousings and only one has this issue, it is most common on 1989-1990 bellhousings. For some reason, the bellhousings from the one foundry had a raised "lip" that can cause contact/interference with the Pressure Plate. The area around the inside of the bellhousing needs to be trimmed approximately 8-10MM.
Answered by: rk cjpp
Date published: 2019-02-21

Will this fit in my 1966 mustang. Engine is 289 or 302. 4 gear toploader,

Asked by: Jan Easterfarm
Yes it will.
Answered by: rk cjpp
Date published: 2019-01-16

I am intending to install a t5 in my 66. I have hooker headers and have read that there are problems with the clutch cable fitting. Are there any miracle fix's for this issue or do you have any suggestions for a solution? thanks

Asked by: Anderbean
You could use a hydraulic release kit. https://www.cjponyparts.com/hydraulic-clutch-conversion-kit-t5-tko-1965-1966/p/HCC1/
Answered by: rk cjpp
Date published: 2018-12-12
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