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For reference, an easy way to tell the difference between the 3.3 5sp and the T5 is reverse location, T5 has reverse under 5th whereas the weak 5sp has it next to 1st. Boxes also look quite different externally.

XF series 2 4.1 was available with the proper T5. Same ratios as EA, quite possibly exactly the same box. Sent from my CPH1903 using Tapatalk

XF 5spd ain’t much chop, came with the 3.3, from memory same as a sigma. Better off with a 4 Spd. Hunt up a e-series 6 cylinder. This is a bell housing I modded a singlerail bel housing the bottom two are the new

The Mustang and E series V8 T5s have a 5/8" longer input shaft which suits such an adaptor but they aren't cheap either. The bastards know the troubles you can have trying to adapt the boxes to these older engines so no matter what option you choose, it won't be cheap. The other problem using that type of box is shifter location. Might not make too much difference but worth researching first. I resorted to some serious DIY on mine to fit an EA 6 cyl one and 6 years on, still going strong. Sent from my CPH1903 using Tapatalk

Maybe ! Good thinking. I think the v8 T5 has that longer input shaft. I’m not sure of the cost of that. CRS have that adapter at half the price of a bell housing. Anyways thanks Sent from my iPhone using Tapatalk

T5 Reverse under 5th, correct . its the good one sigma type, is Reverse next to 1st. i've had one, it didn't die with My driving back in the day on a 250.. can't be that bad(didn't have the car for that long though)

it will be fine, they are fairly strong.. they break if they are worn out and you thrash em though..

XE had that sigma box also ., but the T5 was available in XF, probably from 1987?

The vehicle the box is coming from is a 1990 XF Ford Nissan Ute , carby crossflow 4.1. It’s going into a XY wagon , bog stock Log6, I figured it should be ok? I don’t drive it like a WRX or Ken Block. Sent from my iPhone using Tapatalk

V8 T5 box is much more rare/expensive than a 6cyl one though.. i did see a transit van once with a commodore V8 T5 adapted .. wondered if this was the reason also.. or if it was a commo V6 one.. shifter location is spot on for the XF to EL 6cyl T5, is another to consider. and cross member issues potential etc

Im a large portion down this route in Turbo form and from NZ, the one thing ive found in NZ is everyone has gone the EFI option years ago and hardly anyone knows about blowthru carbs or there tuning. {Zero support). I was lucky to come across a demon blowthru which has had all the metering blocks and float upgrades to suit. Converting a holley to blow thru is pretty simple and a few hundy but its the tuning of this set up that eats up the money you have saved. If you got a quickfuel kit ex USA with the pump and referenced reg your away or the Oz dollar is great at the moment for tried and tested options over the ditch.

Haven't done this at all, but, could you make an adapter plate.? Like a sandwich plate, 20mm thick, and then get a longer input shaft.? Just thinking out loud.

I know for my V8 I had to start with an old mechanical clutch toploader bell and mod that to take the T5. The single rail bell I already had (hydraulic type) had the same problem you saw with the lower bolt holes of the T5 sitting way below where the mounting face ends. If you can find a 250 hydraulic single rail housing, that might fit. Some single rail and 3 speed housings have enough mounting face on the bottom to line up with the T5. I had to turn the input bearing retainer on my T5 down by about 1.5mm to fit the locating hole in the bell. Sent from my CPH1903 using Tapatalk