Greetings all! I'm a great fan of the thread posted here: https://www.jaguarforums.com/forum/x...w-pics-228194/ but there hasn't been a lot of activity recently (so, consider this my misguided attempt to re-kindle interest!)

I have collected all of the kit necessary for this conversion; I'll update this thread later with the specific part numbers and cost (umm....once I know it all worked out!) but I've run across a question that may not find an answer here - it concerns the transmission input shaft.

For my specific setup, just like the original poster, I need to have the tip of the input shaft ground down significantly to fit the pilot bushing that presses into the crankshaft. My "go to" local machine shop (which, up to this point, has been very knowledgeable about Jag V12 idiosyncrasies) claimed that I'd need to press the gears off of the input shaft before he could grind it down. I said "Okay, I'll take it home and press them off". To be fair, at the time the roller bearing was still in place at that point.

Having now removed the roller bearing, it appears to me that this shaft is, in fact, one piece and that the bearings do not "press off" (though tbh I haven't tried).

Can anyone tell me definitively if the gears on a Borg-Warner World Class T5 (this happens to be the beefed up Cobra Spec T5) do or do not press off of the input shaft itself?? It would seem to me that you wouldn't want a press-fit, no matter how rigid, to carry the torque and HP delivery from the shaft into the transmission, but maybe I'm overthinking things (yeah, it's been known to happen....now and then.....emphasis on the AND....)

Thanks in advance!!

Brad

 

I believe the gear is integral to the input shaft on the T5.

 

I've done many many 5 / 6 speed conversions on all sorts of cars including the Jag supercharged 6 and Jag v12. I've never had to modify the transmission itself. That make future service far more difficult, and would void any tranmission warranty. That's important since I only use new T56 Magnums or TKX transmissions.

I used to custom machine a pilot bushing from something close. (linked below)
Lately I've been using NTN roller bearing, I have a large catalogue with many to choose from. This can be daunting the first time you look.
I've not noticed any significant shift quality difference from a roller or solid bronze pilot busing so for a home gamer machining a bronze busing should be very doable.

https://www.summitracing.com/search/...material/brass

When a project goes out the door I had been providing an extra bronze bush to be kept with the car for future service but now I just include the p/n for the NTN roller.

 

I did a T5 conversion on a 1966 S Type with the 3.8. I used the Ford Motorsport version of the T5, and I did as above; machined a bronze bushing to match the Ford input shaft.

 

If I had bored the pilot bushing, there wouldn't have been much 'meat' left of it....maybe 3/16" (the pilot bushing hole in the crankshaft is barely bigger than the tip of the transmission input shaft.

It's kind of OBE though - I did find a shop (a truck transmission/machine shop) that could grind/resize the tip of my input shaft. It looks great and fits perfectly (slides with a thousandth or three clearance) in the pilot bushing. Good to go....