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

["Joe Wyatt" <jwyatt@xxxxxxxxxxxxxx>]

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