.

 

Your not gonna get quick answers to these questions since most are tired of answering them.

So being a member who doesnt answer alot of ?'s Ill attempt to tackle it.

One important way to tell the difference is the year the trans was made, there should be a date stamp somewhere on the trans (maybe the tailshaft area) thats a circle with a 2 digit date code on it if the T5 is a V8 trans and the stamp says 88-92 chances are its a WC.

Another way you can tell is a bolt on the left side of the tranny case thats a Torx 50 bolt on a WC, the NWC has a 21 mm 6 point bolt in the same area.

Before the 80's I believe manuals commonly used gear oil and the last guy to fill the trans probably assumed it took gear oil. If it was the type of gear oil meant for manual trannys it should be fine. But GM did recommend Dexron ATF for T5's theres stickers on the case calling for it.

 

.

 

Gear oil is indicative of a non WC trans. Gear oil does not work with fibre synchro linings as it would swell them. 1988 and up WC T5s use Dexron for this reason.

What's the code on the metal tag?

 

https://www.thirdgen.org/techbb2/sho...hreadid=170978 The most recent time I've answered this, from just last week

 

.

 

The gears are different metal and the case is different. You can't economically "convert" because you're replacing "everything" to do it.

 

They're actually very easy to convert, in 2 very simple steps:

1. Set 1st design unit aside
2. Install 2nd design unit in car
Done!

Very few parts interchange between the 2. The case is different, the 1-2-3 gears are different, the mainshaft is different, and the countergear is different.

 

.

 

RB is going to have a stroke because you're being incredibly dense. And then who is going to take him to the hospital?

And no, there were not WC units in production 1986 f-bodies. Believe what you want, and go buy a WC unit.

 

I cannot accept responsibility for what your friend says; only what really is.

Get up under the car in question, look at it, compare it to those pics I posted. We can argue all day long about who says what came in what, it will do no good, won't change a thing about reality. If it looks like the trans sitting on my shelf, it's 1st design; if it looks like the one in my car, it's 2nd design. Pure and simple.

You can't change the one into the other. The case is the same material, but the way the countergear bearings work is entirely different. The 1st design uses stratight rollers with thrust washers, in fact the rear CG bearing is the same part # as the axle bearing in a 7½" 10-bolt; where the 2nd design uses tapered rollers with preload, which are different outer diameter, go into the case differently, and require a retainer that bolts into the rear part of the case, where the ext housing covers the back surface. All T-5s are aluminum, there are no iron T-5s.

One thing is fairly certain about how industrial mass production works: there's no such thing as "features from the future". Aliens didn't visit the assembly plant in the dead of night while taking a break from creating crop circles and sprinkle some kind of magic dust on one certain car as it rolled down the production line, which car then just miraculously happened to find its way into your buddy's possession, causing a part that wouldn't exist for another 2 years, to just spring into existence in that car and no other. So if it's a 86, it didn't come with the 2nd design transmission. Believe that. That doesn't maen that it doesn't have one in it, only that it didn't come that way. Warranty swaps happen all the time at dealers, people tear them up (no!!! tear up a T-5?) all the time and get other ones at the junkyard, etc.

My 83 car has a 2nd design T-5 in it too. I know that, because I happen to be the one that put it there. Now I suppose if I were of a mind to do so, I could claim that my car was some special production test car too or something, right? I don't think so.

 

.