Astro Performance T5 Manual Transmission - Standard Shifting Procedures
A common problem with the T5 transmission is the stock aluminum bearing retainer, which over time can become galled, inhibiting proper movement of the throwout bearing and clutch engagement. Astro Performance uses an all-steel bearing retainer on all of its new and remanufactured A-5 transmissions for the 5.0L Mustang, though it does not fit the '94-'95 5.0L. Astro installs the input shaft into the front of the transmission and attaches the bearing retainer to the main case before installing the A-5 0.79-percent Overdrive gear kit. Hold off on sealing it with silicone until the end of the install. | 
Due to the Second gear on the cluster shaft being so wide, the A-5 gear kit replaces this factory rubber bushing with a bronze one. This spaces the Reverse idler gear on the Reverse idler shaft back towards the rear of the transmission, so it doesn't rest against the Second gear on the cluster. | 
Astro Performance offers an upgraded solid-steel shifter selector finger and upgraded First/Second and Third/Fourth shift lugs for any World Class T5. "The upgraded shifter selector eliminates the chance of the pressed in pin in the factory selector from twisting," Sarvis says. "The upgraded shift lugs, also referred to as selector plates, are made out of 4130 alloy steel, making them twice as strong as the factory shift lugs, which stand a good chance of cracking when power-shifted." The upgraded shifter selector and shift lugs ($59) are included only in transmission builds, not with the A-5 gear kit. | 
Upon disassembling your T5 gearbox, there are a few things you should look for. There are two versions of mainshafts used in the '85-'95 Mustang 5.0L: needle bearing ('85-'95 GT) and pocket bearing ('93-'95 Cobra). The needle bearing-style mainshaft, which features 15 individual needle bearings in the back of the input shaft, is the most common to pit (arrow) if the transmission is run low on fluid. Astro offers reconditioned needle bearing-style mainshafts at a significantly reduced cost. | 
Sliders and slider assemblies can be reused if you plan to use your own core to install the A-5 gear kit and components. Make sure you check the internal splines, as they should come to a house-shaped point and not be rounded over. Another important thing to check on the First/Second slider is that the Reverse gear does not have any pitting on the engagement side. The Reverse gear is located on the outside of the First/Second slider and is the gear that has straight-cut teeth. As you can see from the picture, the First/Second slider teeth in our core were rounded pretty well, and it was replaced with a new one. Keep in mind that the First/Second slider is not sold with the hub, synchronizer keys, or springs. Astro also notes that you should never remove the First/Second hub, which is pressed on to the mainshaft, as it is virtually impossible to get it pressed back on successfully. | 
You'll need to check all of the synchronizer slider assemblies for rounding over of the internal splines. Pictured is the Third/Fourth slider assembly, which still has its house-shaped-pointed splines on each side. The Third/Fourth slider and hub are reusable, but Astro lead tech Gerry Hoffman installed new keys and springs in each before the rebuild. The Third/Fourth slider assembly is removable from the mainshaft. | 
Also important to check are the keys and springs in each of the three synchronizer assemblies in the transmission. The Third/Fourth synchronizer keys and springs in the picture are worn. Inspect the keys for wear on the edge that faces the inside of the slider and on the inside where the springs clip in for cracking. Astro supplies new keys and springs in its Master Bearing and Synchronizer Ring Kit (PN BK5-WCM). | 
Make sure you clean off the top cover, the main case, and the tailhousing. Since the T5 uses no gaskets, there will be a lot of silicone to remove, and if you don't get all of it out of the top-cover-to-main-case bolt holes, the transmission case may split when "bolted" together. | 
Check the tailshaft bushing and seal for wear. The rear seal and bushing of the T5 transmission contact the slip yoke to prevent the tailhousing from leaking fluid during operation. If the tailshaft bushing has any pitting or wear marks, it can create a gap in between the slip yoke on the driveshaft and the tailshaft bushing/seal, which may allow transmission fluid to escape when the car is moving. It's also a good idea to check the surface of the driveshaft slip yoke. The outer tube of the yoke should be smooth from one end to the other. If there is a groove cut into the yoke the same size as the length of the tailshaft bushing, change the yoke and tailshaft bushing to ensure there are no leaks. |
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