i wanna know everyone and anyones opinion on the world class t-5 borg warner manual transmissions that came in the stock 88 to 92 camaro and firebirds. let me know what kind of motors you had it behind and if it worked good or broke thanks.

most t-5's paired to a 350 are thrashed, from sychros to input shafts. But i hear if you swap in a ford input shaft that it makes it perform better and more reliable. does anyone know if thats a fact or not. i just know that a stock t-5 cannot keep up w/ a 350, too much torque.

but most t-5 paired to the 305's (like they were meant to be) performed really well and were fairly reliable.

Ford uses coarse tooth input spline, which is a downgrade from GM V8 fine spline.

Now, if the necessary work is done to swap the tapered roller bearing setup from a 93 Cobra T5 into a GM T5 input, that could be good.

I have 300 rwhp and a non WC T5 that I put in with prolly 100,000 miles on the tranny when I installed it. Been on the track once and run it pretty hard everychance I get. It has been in there about 15 months now. No problems at all with it. I really believe that it you get the torque arm off the back of it it will live quite a bit longer sinse the T5 has a weak case. Hell, I even broke the Auburn posi this summer, broke it into a bunch of pieces. If the tranny was that weak then I think it woud have gone first.

See, bunch of little pieces.

I ran a stock WC T-5 behind a 380-400 hp LT4 for almost 4 years, drag racing the daylights out of it. Only parts I ever had a problem with was the synchros after my clutch went south and at the very end I bent the 3-4 shift fork right before I replaced it. I ran a best of 12.8 with a 1.9 60' with the T-5, and I shifted it hard, but didn't powershift. I was very impressed with it.

i know more people have opinions please share

I used a WC T-5 behind a 350 with 335 RWHP an 389 lbs of torque for many years 10+ autocrossing and drag racing. When the trans was pulled "after" the "engine" let go it was still in great shape. I think the key to helping them live is making sure the bell housing is indicated in for alignment, Good aftermarket trans fluid and getting the torque arm off the tailshaft of the trans.

I run a 13.6 at 106 on Khumos. Obviously my 60 foot is week, so I haven't fully tested the WC T5. But I've had it about 4 years now behind this 350 and nothing bad yet.

I just swapped a (87 higher) T-5 in my 5.7 z28. The trans is new and performs flawlessly. The performance enhancement of a stock T-5 from a built 700 was worth the trouble. Future pans include a centerforce and B/M shifter. Can someone expain why you would want to remove the torque-arm? Dosn't that thing steady the rear end from twisting forces? It must serve some purpose other than breaking tailshafts.
T-5s were also available on some mid 80s vettes (I don't think they had 305s) and my flywheel is a vette part #.

I don't think they mean remove the torque arm. They mean re-locating where it connects to the chasis so the stress is not on the tailshaft.

The vette's had a 4 + 3 tranny is what I think they call it. It was a 5 speed, but not a T-5. And my 87 came with a non WC T5. So I thought the WCs came during 88.

How can you tell a wc from a non wc?
Id be interested in pictures of torque arm relocation.
I think I seen it on an 82 with a 400ci, I thought it was there because 82s didn't come w/ the arms; this one looked like a second cross-member w/ 2 plates welded to the frame and a fabb'd mount.
What is a worst case scenario of trans failure due to torque-arm stress?
And how do you align a trans, dosn't the little clutch tool do that?
I just plan on driving my car street/strip thanks for any info.