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 > > > > > >