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



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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