Re: Not all T5s are created Equal, The right ones Are...............

[JOE FULTON <piper_pa20@xxxxxxxxxxx>]

Great post, Joe.  I'm saving it in my reference file.

Joe Fulton
Salinas, CA
--- Joe Wyatt <jwyatt@xxxxxxxxxxxxxx> wrote:

> Mark, It NOT the gears that makes a World Class T-5,
> I also think you ment 
> 3.95:1 for NWC T-5s on your comments below.  NWC T-5
> counter shafts used 
> thrust washers and straight roller thrust bearings
> for end play.  For 
> reduced noise and improved durability, WC T-5s
> replace them with tapered 
> roller bearings and shimming packages.  Older T-5s
> versions can't be updated 
> to WC T-5s.
> 
> Also the speed (main Shaft) gears on NWC T-5s rode
> directly on the mainshaft 
> journal, with metal-to-metal contact prevented
> solely by transmission 
> lubricant delivered via grooves machined into the
> main shaft.  WC T-5s have 
> needle bearings under the speed gears for improved
> HIGH-SPEED performance 
> and reduced shift effort.
> 
> NWC T-5s used "traditional" solid brass synchronized
> blocker rings, WC T-5s 
> introduced 3-4 synchros made from powered-steel
> blocker rings, and lined 
> them with rust-colored organic friction material. 
> 1992 Ford T-5s use and 
> even more durable black organic lining.  The "black"
> blocker service parts 
> were available from Borg-Warner distributors under
> PN 1352-410-003.  Solid 
> one-piece brass synchros were used in the 1-2
> position as well, the WC T-5 
> versions are upgraded to the three-piece,
> double-cone synchro design, this 
> greatly increases the available friction surface
> (grabbing) area.  All V-8 
> Mustangs went to the WC T-5s in 1985 and GM went to
> the WC T-5 in 1988 for 
> their V-8s.  My books state that all manufactures
> used the WC T-5s in all 
> V-8s after 1988, the NWC T-5s in four- and
> six-cylinders.
> 
> Car Craft stated in may 1992 that the Ford WC T-5s
> low-gear-ratios were 
> 3.35:1 and GM used only 2.95:1 tyranny's.  The GM
> case fits GM and Isuzu 
> bellhousings.  The Ford pattern also fits the AMC,
> Jeep, and Nissan.  NWC 
> and WC T-5s use different cases, so there are four
> different main cases (two 
> for GM and two for FORD) The easily way to determine
> GM from Ford other than 
> the bolt up pattern is where the speedometer cable
> is and also by the 
> shifter mounting locations.  On GM the speedometer
> cable is at the bottom of 
> the trans under the tail shaft gear, on the ford its
> in the middle of the 
> tail shaft housing ridding on top of the tail shaft
> gear.  On the GM the 
> shifter block stops about 2" from the back of the
> trans, the Ford stops 
> about 4 to 5" from the end of the trans.  GM T-5s
> have a 26-Spline input 
> shaft and Ford has a 10-Spline.  Also looking at the
> front of the trans a 
> small single-colored front countershaft bearing
> retainer stamped 
> "Torrington" at the top will tell you its a NWC.  A
> large two-color (gray 
> with outer ring) bearing marked "timkin" identifies
> the WC T-5s.  This is 
> all taken from 1992 information I have on pre 1992
> trans, any thing after 
> can change..........
> 
> WC T-5s with the 2.95:1 and 3.35:1 can be identified
> by placing them in 1st 
> gear and turning the front shaft three complete
> revolutions, this should 
> cause the mainshaft to rotate about one turn.  On
> NWC 3.97:1 non-V8 can be 
> identified by placing them in 1st gear and turning
> the front shaft four 
> complete revolutions, this should cause the
> mainshaft to rotate about one 
> turn
> 
> All WC T-5s  equipped with 2.95:1 and 3.35:1 low
> gears carries a factory 
> torque rating of approximately 305 lbs-ft based on
> 100,000 mile durability 
> cycle and typical design overkill.   All the
> information I have on the WC 
> T-5s also state that you only use Dexron II
> automatic Fluid in 
> them...........There was a Mod made in 1985 to fix
> the Third gear problems 
> on the synchros.
> 
> I can't weight to see how many people jump on
> this..........
> 
> Joe W.
> 
> 
> 
> tcase
> 01 S-10 CREWCRAP 4X4 
> 
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