The JT5 Jaguar 5 Speed conversion was the result of a quick conversation held between Paul Cangialosi of Medatronics Corp. and Larry Ligas of Predator Performance at Daytona Raceway in November of 1995. Paul was selling custom 5 speeds and parts at a show there and ran into Larry and his incredible Jaguar display. Larry asked Paul if he could build a 5 speed conversion with the shifter in the right place for his HSR racing E-type. Paul said basically to Larry' "if you do the machine work I'll build the box". The JT5 concept was born on that day and as of this year over 3000 JT5 installations exist. Below is a history lesson on the JT5 as told by Paul Cangialosi himself.
A
word from Paul:
When the first
JT5 transmissions were built they were strickly for the Predator race team.
The team consisted of the above E-Type coupe and a D-Type replica that Predator
apparently builds. This was a great test platform since the gear boxes would
see extreme use. After getting the fitting problems worked out I had to make
the 5th gear set up more reliable since failures would happen about every 30
hours of racing. The cars were seeing speeds in excess of 150 MPH in 5th gear
and the shock loads of the Tilton triple disc clutches were not helping.
I also used special 5th gear ratios that are ultra close like a .90 overdrive
which no one really thought possible. I redesigned the 5th gear support mechanism,
which we now call our T5 Countergear Stabilzer, That doubled the life of the gearset. Larry's racing buddies wanted to try
them so I built some for a few vintage racing Mark II's and a number of other
E-Types. Soon after other known names on the race circuit such as Terry Larson
and Jason Len from XK's Unlimited started using them and I might add still do
today.
The first non racing installation was in Larry's brother Danny's 100 point JCNA E-Type Roadster in late 1995. I guess some will argue that it is no longer "pure" since it sports a 5 speed. This car also had the first electronic speedometer. After a few minor design changes we built approximately 20 of these transmissions with welded up tailhousings. I'm proud to have designed the whole reluctor and pick up assembly and now actually sell it to another electronic speedometer manufacturer. Please keep in mind that the first "passenger car" JT5 transmissions were installed almost 1 1/2 years after extensive race testing. This was not something I was justing going to try out on the general public. I had encouragement from Bill Terry at Terry's Jaguar Parts as well as Jason Len at XK's Unlimited to push for a production unit. By June of 2001 the first mechanical drive short tail JT5 using the factory Jaguar right angle speedo drive was released.
"The JT5 6 Cylinder E-Type 5 speed is not a shortened T5. Nothing is reworked, welded or resplined to make it shorter. We use output shafts, tail housings and steel billet drive shaft yokes designed by us and made specially for us to create this entirely new 5 speed transmission."
Some important considerations were to implement a steel billet driveshaft flange for performance use as well as a heavy duty casting to keep things rigid. I feel very happy with my designs. After testing fits in a multitude of 6 cylinder E-types that we get into our installation center I consider the current product to fit extremely well, shift fantastic, and have a high tech yet vintage look. The current version sports four gear ratios for the 6 cylinder box and 8 for the V12 box. We also offer race prepped versions that have seen great results in endurance race applications. An XK150 finished 29 overall in the La Carrera Panamericana 2008 using a model CR gearset.
The E-Type Jaguar was built by hand and after looking at quite a few number of these cars, floor pan and mount location tolerances do and will vary. I can tell you that the two upper ears of the JT5 can hit some tunnels in early cars and clear in later cars. I've seen the same year cars have conversions that drop right in and also require some massaging.
The JT5 is built completely from parts is is not a Mustang or Camaro transmission but a transmission based on the T5 World Class platform. We now have a multitude of distributors that handle our products. I'm also very proud that the publicity generated by my conversions has inspired others to create competitive conversions. I like competition because it finally creates a base that people can judge your products on. I've been in business 28 years and the transmission rebuild kits we sell are in every Corvette mail order catalog because people know that when they purchase these kits they are getting a better designed kit loaded with better parts.
My comments on competitors kits:
The
Getrag kits I've seen don't have the shifter coming out
in the right place even though they are advertised as such. I've seen some new
kits with modified shifters that come out in the right place but the shift throw
seems a bit weird. They also have poor gear ratios and no ratio options. The
original "race" Getrag units had special gearing and alloys and should
not be confused with the anemic versions found in early model BMW's that are
being offered as the basis of these kits. Most are used transmissions or surplus.
Some claim to be rated at 400 FT. LBS of torque. Again who makes up this stuff?
No service parts exist for these boxes in North America. This has been the most
popular European conversion kit. In reality it makes sense since a large quantity
of these transmissions is available in Europe, they are cheap and really are
not going to be abused much.
Copies - Look Alikes: I have a whole page on these in my comparison section. It's annoying to see people copy my stuff and concepts and call them "ground breaking, "Ultimate", or whatever. The reality is, that they have started with my castings, either copied them or my component parts and are trying to make it sound like they invented the whole concept. These copies have increased my business ten fold! Why? Because they usually fail. We can update transmissions sold by Derek Watson , Classic Jaguar, The DrivenMan and Etype Fabs to JT5 specifications for a nominal fee.
The Japanese Supra Kits are another wonderment. I would never sell anybody a used transmission. If your on a budget and want a used gearbox with horrible ratios and absolutely no ability to get hard parts other than bearings and seals, then this is a deal. If your in Australia or New Zealand the ability to acquire these "gems" is just a phone call away. Big fancy restorers like Car Point use them and don't mind the different shifter location. I must say however that the kit is well thought out. Supra units shift great but the idea of selling a 20 year old transmission is something we just won't do. Comes complete with all the necessary parts to install one in your Jaguar.
Richmond
5 or 6 speed kits
where the brain child of Gran
Turismo Jaguar. No longer in business, but now leaders in selling alloy flywheels under the Fidanza name. The transmissions are by far the strongest mass produced
gearboxes out there. I like Richmond Gear transmissions because they have a
good distribution network and make a quality product. They have an extensive
back round with the NASCAR circuit. Unfortunately the transmission is nasty
to shift and just doesn't fit into a Jaguar E-type. They claim to put them in
E-types with no cutting! Again just look at the comparison
page when it comes to that issue. I like the gearbox but think the conversion
would be harmful to the looks of the E-Type interior.
The Billet Craze: Somehow people think that making something out of billet is stronger. New transmission technology that is put into street cars producing over 500 HP such as the 2009 King Cobra's and Corvette Zo6's utilize light weight castings and gear trains designed to reduce frictional and pumping losses. You must wonder why people design these billet 5 speeds using heavy parts that cannot dissipate heat and case designs that are basically a box. Despite their rated horsepower claims you need to take a good look at a transmission that is in a ZO6 and King Cobra and ask yourself would one of those billet boxes hold up to that kind of power.... after all they rate them that high.
The Tremec 3550 TX51 kits produced by Waterloo Drive Train also no longer in business...are based on a shortened version of a Tremec 3550. Waterloo advertised and claimed that this transmission fits with no cutting. A good concept. It's no longer being made because it didn't work. It's wierd to see people throw products up on the web and never stick them in a car. Visit our Tremec page for more information. We are currently offering an $800 dollar credit towards TX51 cores if you purchase a JT5 kit. We will do our best to get you on the correct 5 speed track.
Vicarage VJT5 and Eagle E-Type kits were basically my kits until they went with copies. The Eagle build up on their web page even shows a JT5 getting installed. I've seen bits and pieces and copies of my parts turn up in the UK. I'm honored in a wierd way that people want to copy my stuff, but it is the consumer that suffers from this. They never considered stick height and throw when designing their copied conversion. Its cheaper for a reason, used parts and no R&D. Example: When you buy an MSD ignition from the many distributors available, you purchase the MSD because of the name. It to me would be bad practice to peel the MSD stickers off and say it is my product. I'm flattered that alot of my distributors want to take credit for the JT5 as if it is their conversion, but in reality it is not. I'm also amused by former distributers needing to historically document my transmissions to somehow lend credibility to their unproven products. I'm trying to build a brand name that people can trust and depend on for support. Recently I was saddened to see a good review on my product in an Eagle E-type car (Thoroughbred & Classic Cars - Feb 2000 issue) get labeled as a "Cosworth based 5 speed". The latest Classic Car ( Sept 2001) shows a Vicarage XK120 with one of my gear boxes. It's sad the way magazines are so politically twisted these days.