Not all T5s are created Equal, The right ones Are...............
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Not all T5s are created Equal, The right ones Are...............
- From: "Joe Wyatt" <jwyatt@xxxxxxxxxxxxxx>
- Date: Fri, 4 Mar 2005 01:38:11 -0600
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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