WC T-5 V-6 tranny going on an 8?
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From: Belchertown MA
Car: 1988 Pontiac Firebird
Engine: 2.8 Lt
Transmission: 5 Spd
WC T-5 V-6 tranny going on an 8?
Is that possible? I have done a search but can not find really want i need yet. I know the WC tranny is much stronger then the regular t-5. Would the splnes be different? How would I have to set up the clutch? and flywheel? Thanks guys
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From: UofA(Tucson), AZ
Car: 92 Precision Red Firebird
Engine: v6->357 vortec xe262h rpm intake
Transmission: t5-> t56
Axle/Gears: 10bolt 3.42s
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From: Newark, DE
Car: '86 Camaro, '02 WRX, '87 K5, '67
Engine: 350 TPI, 2.0turbo, 383 in the works, 289-4BBL, 232, A-head 4-cylinder
Transmission: T56, 5-speed, 700R4, C4, T176, semi-auto 2-speed
Axle/Gears: 3.73, 3.90, 4.88, 3.55, 3.54, 7.00
Input shaft has 14-splines as opposed to 26 for a V8 trans. Both should use the same 27 spline output shaft.
You will need a hybrid clutch/pressure palte package that allows you to run the 14-spline input on a V8 flywheel.
This has been done many times.
FYI, officially the WC T5 and NWC T5 are rated at the same power level. The differences are that the WC uses needle roller bearings under 1st, 2nd, & 3rd gears instead of just running the gears on the shaft as in a NWC, but this was done mainly to improve shift smoothness and feel. A WC has different synchro rings that are fiber or carbon lined, whereas a NWC uses brass rings, but this too was just done to improve shift smoothness and feel. The strength improving feature is that the WC uses tapered roller bearings instead of plain rollers, which handle loading better. Oficially a WC T5 is rated around 330 lbs/ft. if it has the double moly 2nd & 3rd gears. With superalloy gears it should be safe into the 400 lbs/ft level as long as the car doesn't run slicks.
You will need a hybrid clutch/pressure palte package that allows you to run the 14-spline input on a V8 flywheel.
This has been done many times.
FYI, officially the WC T5 and NWC T5 are rated at the same power level. The differences are that the WC uses needle roller bearings under 1st, 2nd, & 3rd gears instead of just running the gears on the shaft as in a NWC, but this was done mainly to improve shift smoothness and feel. A WC has different synchro rings that are fiber or carbon lined, whereas a NWC uses brass rings, but this too was just done to improve shift smoothness and feel. The strength improving feature is that the WC uses tapered roller bearings instead of plain rollers, which handle loading better. Oficially a WC T5 is rated around 330 lbs/ft. if it has the double moly 2nd & 3rd gears. With superalloy gears it should be safe into the 400 lbs/ft level as long as the car doesn't run slicks.
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TinnMann2
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