5 Speed Manual

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Ford 5 speed manual

Jan 28, 2021 Question: I have a 5-speed manual gearbox, front-wheel drive. It makes grinding noise notably in 1st and 2nd gear but present in higher gears also. It makes grinding noise notably in 1st and 2nd gear but present in higher gears also.

1 product rating - JDM 1997-2001 HONDA PRELUDE TYPE-SH H22A MANUAL 5 SPEED TRANSMISSION ATTS M2U4. Getrag 282 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag Getrag 284 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag MP2/MP3 — 5-speed manual developed by Saturn for use in the S-Series from 1991 to 2002.

General Motors is an innovator of automatic transmissions, introducing the Hydra-Matic in 1940.[1] This list includes some GM transmissions.

Automatic transmissions[edit]

Early models[edit]

The GM Hydra-Matic was a success and installed in the majority of GM models by 1950. Through the 1950s, all makers were working on their own automatic transmission, with four more developed inside GM alone. All of GM's early automatic transmissions were replaced by variants of the Turbo-Hydramatic by the 1970s.

  • 1940–1967 Hydra-Matic — Oldsmobile (now the trade name for all GM automatic transmissions)
  • 1948–1963 Dynaflow — Buick
  • 1950–1973 Powerglide — Chevrolet (also used by Pontiac, Holden, Vauxhall and Opel)
  • 1968-1971 Torquedrive- Chevrolet ( Camaro and Chevy II, Nova. Manually shifted on Column. )
  • 1957–1961 Turboglide — Chevrolet (V8 models only, except Corvette)
  • 1958–1959 Flightpitch — Buick
  • 1961–1963 Dual Path Turbine Drive — Buick
  • 1961–1964 Roto Hydramatic — Oldsmobile/Pontiac (also used by Holden)
  • 1964–1969 Super Turbine 300 — Buick/Oldsmobile/Pontiac (Oldsmobile Jetaway)
  • 1968–1969 Torquedrive — Chevrolet (manually column shifted 2 speed automatic, 6 cyl only)
  • 1956-1964 4 speed Controlled coupling HydraMatic, also known as Cadillac 315 or P 315 HydraMatic, Oldsmobile Jetaway, Pontiac Super HydraMatic.
  • TempestTorque, ( Pontiac) a two speed based on Powerglide, but having the added feature of ' Split Torque ' dividing the engine power between mechanical connection and the torque converter in high gear.

Turbo-Hydramatic[edit]

The Turbo-Hydramatic was used by all GM divisions, and formed the basis for the company's modern Hydramatic line. The basic rear-wheel drive Turbo-Hydramatic spawned two front-wheel drive variants, the transverseTurbo-Hydramatic 125, and the longitudinalTurbo-Hydramatic 425. A third variant was the light-duty rear wheel drive Turbo-Hydramatic 180 used in many European models.

Heavy-duty rear wheel drive
  • 1971–1994 3L80HD (heavy duty version of TH400)
Medium-duty rear wheel drive
  • 1964–1992 Super Turbine 400/TH400/3L80
  • 1969–1986 TH350/TH350C/TH375B/TH250/TH250C
  • 1972–1976 TH375 — Light duty version of TH400
  • 1976–1987 TH200/TH200C
  • 1981–1990 TH200-4R
  • 1982–1993 TH700R4/4L60
Light-duty rear wheel drive
  • 1969–1998 TH180/TH180C/3L30 — 3-speed European/Asian model. Also manufactured and used by Holden as the Trimatic transmission.
Transverse front wheel drive

5 Speed Manual Scion

  • 1980–1999 TH125/TH125C/3T40 — 3-speed light-duty
  • 1984–1994 TH440-T4/4T60 — 4-speed medium-duty
Longitudinal front wheel drive
  • 1966–1978 TH425 — 3-speed
  • 1979–1981 TH325 — 3-speed
  • 1982–1985 TH325-4L — 4-speed

Electronic Hydra-Matics[edit]

The next-generation transmissions, introduced in the early 1990s, were the electronic Hydra-Matics based on the Turbo-Hydramatic design. Most early electronic transmissions use the '-E' designator to differentiate them from their non-electronic cousins, but this has been dropped on transmissions with no mechanical version like the new GM 6L80 transmission.

Today, GM uses a simple naming scheme for their transmissions, with the 'Hydra-Matic' name used on most automatics across all divisions.

3/4/5/6L/T##-Elll
Number of forward gearsL=Longitudinal
T=Transverse
GVWR rating'E' for Electronic
'HD' for Heavy Duty
First-generation longitudinal (Rear Wheel drive)
  • 1991–2001 4L30-E — 4-speed light-duty (used in BMW, Cadillac, Isuzu, and Opel cars)
  • 1992– 4L60-E/4L65-E — 4-speed medium-duty (used in GM trucks and rear-wheel-drive cars)
  • 1991– 4L80-E/4L85-E — 4-speed heavy-duty (used in GM trucks)
First-generation transverse (Front Wheel drive)
  • 1995–2010 4T40-E/4T45-E — 4-speed light-duty (used in smaller front wheel drive GM vehicles)
  • 1991–2010 4T60-E/4T65-E/4T65E-HD — 4-speed medium-duty (used in larger front wheel drive GM vehicles)
  • 1993–2010 4T80-E — 4-speed heavy-duty (used in large front wheel drive GM vehicles, only with Cadillac NorthStar V8.
Second-generation longitudinal (Rear Wheel drive)
  • 2000–2007 5L40-E/5L50 — 5-speed medium-duty (used in Cadillac's Sigma vehicles)
  • 2007–present 6L45/6L50 — 6-speed medium-duty (used in GM Sigma platform cars)
  • 2006–present: 6L80/6L90 — 6-speed heavy-duty (used in GM trucks and performance cars)
  • 2014–present: 8L90 — 8-speed heavy-duty (used in GM trucks and performance cars)
  • 2016–present: 8L45 — 8-speed light-duty (used in GM luxury cars)
  • 2017–present: 10L80 - Ford-GM 10-speed automatic transmission (used in GM light trucks including pickups and related SUVs)
  • 2017–present: 10L90 - Ford-GM 10-speed automatic transmission (used in GM performance cars)

*This transmission is part of a joint-venture between General Motors and Ford Motor Company to split development of two transmissions, a longitudinal 10-speed and transverse 9-speed. Ford led the design of the 10-speed transmission, as well as filing the design patents for said transmission. According to an official report by the SAE (Society of Automotive Engineers) the design of the 10-speed gearbox is essentially all Ford, while GM was responsible for designing the 9-speed 9T transverse automatic gearbox. As part of their joint-venture, Ford will let GM use the 10-speed transmission with rights to modify and manufacture it for their own applications. In-exchange for Ford's 10-speed transmission, General Motors will let Ford use its 9-speed transmission for front-wheel drive applications; Ford ultimately declined use of the 9T.[2][3][4]

Second-generation transverse (Front Wheel drive)
  • 2008–present: 6T30/6T40/6T45 — 6-speed light-duty
  • 2006–present: 6T70/6T75 — 6-speed medium-duty
  • 2016–present: 9T50/9T65 Hydra-Matic – 9-speed[5]

Hybrid and PHEV[edit]

  • 2ML70 - 2-Mode Hybrid transmission.
  • 4ET50 (MKA) - Electric Drive Unit Transaxle (First Generation Chevrolet Volt / Cadillac ELR)
  • 5ET50 (MKV) - Electronically controlled, continuously-variable automatic transaxle (Second Generation Chevrolet Volt)[6]
  • 5ET50 (MKE) - Electronically controlled, continuously-variable automatic transaxle Transaxle (Full Hybrid, Ninth Generation Chevrolet Malibu)[7]
  • 4EL70 (MRD) - Electric Drive Unit Transmission (PHEV Cadillac CT6)

Other automatics[edit]

  • Aisin AF33 — 5-speed transverse automatic made by Aisin AW Co., Ltd.
  • Allison 1000 Series — 6-speed longitudinal automatic made by Allison Transmission
  • Saturn MP6/MP7 — 4-speed automatic developed by Saturn for use in the S-series from 1991 to 2002
  • VTi transmission — continuously variable transmission
  • Tremec M1L transmission — 8-speed Dual-Clutch made by Tremec for the Chevrolet Corvette C8
  • GM CVT250 — continuously variable transmission

Future[edit]

Manual transmissions[edit]

Longitudinal transmissions[edit]

  • Aisin AR5/MA5 — 5-speed longitudinal manual made by Aisin
  • Aisin AY6 — 6-speed longitudinal manual made by Aisin
  • Getrag 260 — 5-speed longitudinal manual made by Getrag
  • Muncie M20 — 4-speed longitudinal wide ratio manual transmission made by GM at their Muncie, Indiana factory
  • Muncie M21 — 4-speed longitudinal close ratio manual transmission made by GM at their Muncie, Indiana factory
  • Muncie M22 — 4-speed longitudinal heavy duty close ratio manual transmission made by GM at their Muncie, Indiana factory
  • Saginaw M26/27 transmission — 3 and 4-speed longitudinal light duty (less than 300 hp wide ratio manual transmission made by GM at their Saginaw, Michigan factory
  • Muncie M62/M64 — 3-speed longitudinal transmission made by GM
  • Muncie SM420 — 4-speed manual used up to 1967, very similar to sm 465 except small changes to gear ratios and location of reverse.
  • New Process Gear NP435 - 4-speed longitudinal transmission used in a select handful of 67-72 GM pickups
  • New Process Gear A833 RPO MY6 or MM7 — 4-speed longitudinal A833 overdrive transmission made by New Process Gear for early to mid 1980s General Motors Light Trucks
  • Muncie SM465 — 4-speed longitudinal manual used in 68- 91 Chevy 1/2 3/4 and 1 ton trucks
  • New Venture Gear NV1500 — 5-speed longitudinal manual made by New Venture Gear
  • New Venture Gear 3500/4500 — 5-speed longitudinal manual made by New Venture Gear
  • Borg-Warner T-10 transmission — 4-speed longitudinal manual currently made by Richmond Gear; originally made by Borg-Warner
  • Tremec T-5 — 5-speed longitudinal manual currently made by Tremec; originally made by Borg-Warner
  • Borg-Warner T-50 transmission — 5-speed longitudinal manual - used by GM in its H Body cars and a few other limited light duty applications from 1976 to 1978;
  • Tremec T-56 — 6-speed longitudinal manual overdrive made by Tremec; formerly made by Borg-Warner
  • Tremec TR-6060 — 6-speed longitudinal manual overdrive made by Tremec
  • ZF S6-650 — 6-speed longitudinal manual made by ZF Friedrichshafen
  • Tremec TR-6070 — 7-speed longitudinal manual overdrive made by Tremec

Transverse Transmissions[edit]

  • F23 — 5-speed transverse manual manufactured by Getrag
  • F35 — 5-speed transverse manual manufactured by Saab in Gothenburg, Sweden
  • F40 — 6-speed transverse manual manufactured by FGP Germany
  • Getrag 282 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
  • Getrag 284 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
  • MP2/MP3 — 5-speed manual developed by Saturn for use in the S-Series from 1991 to 2002

See also[edit]

References[edit]

  1. ^'Hydra-Matic History: The First Automatic Transmission'. Ate Up With Motor. 2010-05-29. Retrieved 2014-01-15.
  2. ^'Exclusive: An Inside Look At Ford's New 10 Speed Transmission'. http://www.thetruthaboutcars.com/. Retrieved 2015-03-16.External link in publisher= (help)
  3. ^Brooke, Lindsay. 'Ford and GM finally consummate 9- and 10-speed joint development'. articles.sae. SAE International. Retrieved 20 March 2016.
  4. ^'Ford passes on GM's 9-speed automatic transmission'. Retrieved 2018-11-12.
  5. ^Panait, Mircea. 'GM Hydra-Matic 9T50 Transmission Confirmed for Chevrolet Cruze, Malibu, Equinox'. autoevolution. Retrieved 2016-12-07.
  6. ^'GM Service Insights, pg 23'(PDF). Archived from the original(PDF) on 2019-01-09. Retrieved 2019-07-16.
  7. ^'GM Service Insights, pg 23'(PDF). Archived from the original(PDF) on 2019-01-09. Retrieved 2019-07-16.
Retrieved from 'https://en.wikipedia.org/w/index.php?title=List_of_GM_transmissions&oldid=999889435'

5 Speed Manual Transmission Ford


When it comes to choosing a 4, 5 or 6 speed transmission for your car, you have to take several things into consideration.

1) How and where is the car going to be driven?

2) What kind of gears do you have in the rear end?

3) Do you want it to shift fast, such as speed shifting?

4) How often will you be driving above 100 MPH?

There are more factors involved but these are the main concerns when choosing the right manual transmission for your car, whether it's a street car, a weekend drag racer, or a road racer.

A quick look at the advantages and disadvantages of different transmissions is that more gears distribute the engine's load over a narrower RPM range. In other words, more gears = keeping your engine in it's 'happy zone' better, much like riding a 10 speed bike is a lot easier over varying terrain than a single speed Schwinn or something is.

One thing to remember is that pretty much all 4 speeds end-up with a 1:1 high gear (as do pretty much all 3 speeds and 3 speed automatics), so thinking about rear-end gearing is important for higher speed driving, such as down the freeway or very high top-end speeds.

Speed

If you want a car that will leap from 0 - 60 MPH quickly, you need low rear-end gears. The problem with low gears is that you end up running down the freeway at a high RPM and always feel like you need another gear to shift into, so you are either stuck with a car that you can't drive as fast on the freeway because your rear end gears are too low, or you have to run taller rear gears which kills your get-up and go from 0 - 60 MPH. This is where overdrive transmissions come-in, but we'll get to those later.

The advantage of a typical 4 speed, such as a Muncie M20 or M21, Borg Warner Super T-10 (not to be confused with a standard 'T-10' which is MUCH weaker), a Richmond 4 speed (which IS the Super T-10 being that they bought the rights to build them from Borg Warner), a Saginaw, Jericho, etc, kind of transmission, is that they shift really well and really fast with their external shift linkages and are really strong. I didn't mention the Muncie M-22 'Rock Crusher' for a reason... because those are SO rare, it isn't even funny. 95% of the guys who claim they have one end-up just having a typical M-21 instead. They only came in a VERY limited amount of muscle cars, and even with those, most M-22's were still an 'option' that you had to order. For instance; my 69 427 Tri Power Vette had an M-21 in it, not an M-22, so contrary to what a LOT of guys believe they have, most are just M-20's and M-21's.

Now, stick-on something like a Hurst Super Shifter or a Vertical Gate to any of these and your shifts are literally lightning fast between gears, plus the fact that these transmission actually FIT into pretty much every vehicle out there with no floor modifications, but again, you're limited to a 1:1 4th gear, which either limits your top-end speed, or your 0 - 60 jack rabbit starts. You kind of have to make a decision for which one you want because you can't have both.

Most guys split the difference by going with a little lower rear gear so they get decent 0-60 launches, but still don't tach-out too much on the freeway. 3.73's are usually the 'go to' gear for this situation. With an average size tire you can usually run down the freeway at 65 MPH and still be under 3,000 RPM with 3.73's and a 4 speed. For guys like myself who used to run 4.88's on the street with a Super T-10, I had to cruise at about 45 MPH on the freeway, which would still be at about 3,000 RPM or so. At 65 MPH I would be in the 4,000 - 4,500 zone, but for a 1970's 10 second street car, that's what you had to run if you wanted to be quick on the street... and I was. Not everyone is willing to go that far though, and I don't blame them.

There were wide ratio and close ratio models of almost every type and brand available, which meant the wide ratio had a lower 1st gear for better take-offs from a dead stop and more RPM between each shift, and the close ratio had a taller 1st gear with less RPM between shifts. These were mainly made for engines that didn't make a lot of torque and needed to keep the RPM range within a given area so the engine stayed in its power band better without dipping too low into the RPMs to bog it down. Either way each of those still had the 1:1 4th gear. So, with a 4 speed you are pretty much forced to make a choice between being 'quick', being 'fast', or being 'in-between' by having to split the difference between the two.

Now we have 5 and 6 speed transmissions readily available. Let's start with the 5 speeds. First and foremost! Do NOT waste your time on an old T-5 5 speed!! Those are weak and they will not hold up to anything making any kind of power, period. They get sloppy REAL fast, and sooner or later they will let-go... and it's usually sooner, unless of course you don't have much power and then it doesn't really matter.

The cool thing with 5 speeds, such as the TKO 500 and TKO 600, which are both VERY good 5 speeds, is that you have numerous choices between gear ratios, including 1st gear and overdrive. You can get them with really low 1st gear, such as a 3.00 ratio to get you off the line better when you have taller rear-end gears, and you can get them with taller 1st gear, such as a 2.56 ratio for when running a low enough rear gear. The overdrive is also variable in that you can have a 'deep' or 'shallow' ovrdrive. A shallow overdrive is usually something like a .82, and a deep overdrive is usually in the .64 area.

Best 4 Speed Manual Transmission

A shallow OD is usually used in something like a road race car where 5th gear is being used more like a 'gear' rather than an overdrive. This is handy for the back stretch at high speeds. The deep OD is used for just that, an overdrive, for cruising down the freeway at a low RPM for better mileage and less wear and tear on the engine over long periods of driving. This is real handy for cars with low rear-end gears so they can have really quick jack rabbit 0-60 MPH acceleration, yet still be able to cruise down the freeway at a decent RPM. On the flip side, you don't want to run too low of a rear-end gear because 1st gear becomes useless then. In other words, 1st gear ends-up being more like a 'granny low' gear than a useable 1st gear, and that's not good to have either, unless you drive up steep hills a lot and can use a really low take-off gear like that.

The downside to pretty much all of these nice 5 speeds is two fold. 1) They are big and don't fit into most trans tunnels without having to do a little dimpling, or modifying. Sure, I've put TKO's in LOTS of 65 & 66 Mustangs and such, and they fit with a little finagling, but that's the key... 'with a little finagling'. Don't just 'expect' one to fit without the probability of having to do some sort of tranny tunnel fitting. And 2) they tend to not shift very fast with their rail type shift linkage.

Trust me, in my younger days I was a lightning fast shifter, and I'm still really, really fast at speed shifting, but not with any of these 5 speeds. For some reason, no matter how fast or strong you think you are, the shift linkage always wants to stop and pause in neutral before going into the next gear. In other words, a 4 speed with a fast Hurst shifter on it can simply jump from 1st to 2nd in one short, smooth motion, but not a rail shifter tranny. They always seem to go 'click ... click' from one gear to the next with that pause in neutral. It's never as fast or as smooth as the old 4 speeds were. I'm sure some guys will be saying they can shift theirs really fast. Well goody two shoes, they've evidently never shifted something like a Super T-10 or an M-21 with a short throw Hurst shifter on it then because hands-down, those definitely shift quicker and smoother, without a doubt.

Next comes the 6 speed choice, such as the common T-56, and for 95% of the guys on the street with 'hot rods' or muscle cars, this tranny is a real no-no. 6th gear is simply way too tall for use in normal driving conditions (in most cases). Here's why; what kinds of vehicles do these 6 speeds come-in? They come in things like new Vettes, Vipers, etc that are 180 - 200+ MPH cars. At what speed do you think they'll be shifting into 6th gear and take it up to that car's max speed? It's certainly not at 60 MPH or so. Why? Well just how much speed and RPM do you think are built into one gear? In other words; how fast can you typically go in 1st gear? How about 2nd or 3rd? Each gear has a given amount of speed and RPM built into it, no matter which gear it is. The rest is all up to your engine's power, your rear-end gearing and your terminal top speed. In other words; in cars that these types of trannys normally come-in, they don't usually use 6th gear until they are already going over about 80 MPH (or more in most cases) and have enough engine torque to pull that gear.

Let me give you a scenario. A friend of mine built a hot little 66 Chevelle with a decent small block in it. It was probably an honest to goodness 460 or so HP and at least that much in torque. With his 3.50 rear gears, he couldn't use 6th gear until he was going about 100 MPH because the revs were too low for his engine to pull that tall of a gear.

5 Speed Manual Transmission Dodge Cummins For Sale

If you have a car that tops-out at 200 MPH (like a ZR-1 Vette or a Viper) do you think you shift into 6th gear at say, 65 MPH and carry that gear another 135 MPH? Can you go 135 MPH in ANY gear? Hell no! So to use a gear like that, and to go 200 MPH, you'd be shifting into 6th at probably about 140 MPH or so with the engine revs up enough to be well into its max power band area to be able to 'pull' that tall gear. Just think about how well you can accelerate a 10 speed bike when going 10 MPH in 10th gear. Good luck with that! 10th gear on a 10 speed is for cruising down the road at about 30 - 35 MPH, and you have to be IN motion and literally standing on the pedals when you want to go faster because that gear is so high. A car's gearing is no different. if you are in 6th gear cruising at 70 MPH at 1,500 RPM in any kind of performance engine, you'll be hard pressed to accelerate decently without down shifting 2 gears (at least) to get the revs up into the engine's power band to get-up and go. In fact, in some cases, a lot of 'hot' engines with big lumpy cams, huge intake manifolds, big carburetors, etc, the engine won't even be able to maintain a cruising speed at that low of an RPM because it will fall on its face because it is so far under the RPM range where it makes its power. I've seen cars like that have to down shift every few miles to get the car back up to speed again because it was lugging so badly at such a low RPM. Believe it or not, when you are lugging like that, you actually use more gas than you would if the engine wasn't trying to work so hard, so the 'theory' of getting better gas mileage with an overdrive tranny goes right out the window if the overdrive is too tall and causes the engine to lug down too much. Plus 'lugging' an engine is really hard on it and causes plugs to foul and such. It's just not good.

My point (in short) is; in 99% of the cases for most guys out there with most types of muscle cars or hot rods, 6th gear is almost useless for normal driving iif it was a 6 speed designed for a 200 MPH car. Another bad point is; the T-56 is a big tranny and usually requires quite a bit of trans tunnel modification to get one to fit. You're probably better off going with a 5 speed, and for around town driving and/or for lightning quick shifts, a good 4 speed might be your better choice.

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Gm 5 Speed Transmissions Sale