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

[<mail@xxxxxxxxxxxx>]

I hoped I'd get some interest and replies to this. I haven't read them all yet, but, Here goes. I read half dozen different sites that all state that the torque rating for World Class T-5 doesn't increase to 300 lbs till 1990. The Only thing better about the early world Class trans is the bearings on the main shaft, synchros and tapered bearing/shim package on the cluster. This only helps longevity and shift smoothness. Not torgue rating increase. I also read that third gear loves to go bye-bye on the early versions of the World Class trans.
It might be why you can find them on Ebay all the time needing clusters and third gear!
I don't care about shift smoothness, within reason, I was real happy with my 84 T-5 in the HO Mustang I had. It had 90K on it when I sold it and still worked fine and I beat it.
All the happy coatings on the synchros don't impress me much either, Give me solid Brass and a slightly notchy shift with no coating to wear off! Needle bearings on the main shaft, Whoopee! A good synthetic lubricant and no needles to wear out are fine by me!
All I'm really saying is that the Old fashioned Non World Class tranny should be more than fine by me.
  That being said, does anyone know if there is a way to put the AMC T-5 Tailhousing on a World class tranny? What output yoke would I need to use? Does a Ford T-5 share Length and I could simply change the bushing in the AMC tailshaft to use the ford Yoke?
That would make it possible to use the World Class tranny wihtout cutting up my floor again. 
Mark Price
mprice@xxxxxxxxxx
Morgantown, WV
69 AMC rambler, 4.0L, EFI, 5 speed 
65 Ambassador Conv, 327 AUTO, Basketcase
01 S-10 CREWCRAP 4X4



---------- Original Message ----------------------------------
From: JOE FULTON <piper_pa20@xxxxxxxxxxx>
Reply-To: mail-From-mprice-westco.net@xxxxxxxxxxxx
Date:  Fri, 4 Mar 2005 08:19:18 -0800 (PST)

>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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