Need some education. How do you tell the difference ? What years did they not make the world class T5? Is anybody having problems with the T5 when you increase HP?

 

I could be wrong, but I think it was 86' when the world class T-5 was introduced. The word class had a higher torque rating(something around 250-260 ft. lbs.), and closer gear ratios.

 

My WC T5 has been rebuilt once, but I won't bother wasting the money on it again.My stock 305 was able to damage it enough to require 2 new gears, and a fork when I had it rebuilt.Now have a 300HP 350 and don't expect it to last long.In my opinion, the T5 (even World-Class)should not be considered for any real high performance applications.
I plan on getting a Tremec TKO in the spring.
-Rich-

 

Don't remember right now (I'll look it up later if no one else responds), but T5 WC for camaros/firebirds began in the mid 80s. I'm pretty sure 86 was WC, 84,85 maybe.

As for Torque ratings...much higher than 260. More like 315, maybe a little higher. 350's Stock Torque reason for no 5 speeds with these engines if that tells you anything.

They are tough transmissions. Depends Can take a lot. Just don't run slicks and no power shifting and it should last out your rear end, and probably even your engine. Since I plan on power shifting my WC T5...I plan on either having an extra around for when it breaks (not expensive)...or preparing for an upgrade (Tremec) for when my engine gets to big for its britches.

A big part is how good of a driver you are at shifting the gears.

 

IIRC they were introduced in 87 in GM vehicles, but that varied somewhat.

THey have a slightly higher torque rating but that difference is insignificant. The gear ratios are the same as the older ones; I know, I have a 91 one in my 83 car now, and I've had several other years of them too, all with the same ratios. There are various ratios available, but they are not year-model-dependent.

The main differences are: WC has tapered roller bearings with preload on the countergear, 1st design has straight rollers (in fact the rear one is the same part # as the axle bearings in the 10-bolt rear ends in these cars); 2nd design has composition friction material on the synchro rings for 1st & 2nd (requiring ATF rather than gear lube), 1st design has brass; and 2nd design has needle rollers on 1st, 2nd, & 3rd where they run on the mainshaft (strictly a gas mileage thing) rather than bushings like the 1st design.

You can tell the difference from the outside, even when installed in a car, by looking at the front countergrear bearing. 1st design has a shiny flat one with rolled-over edges, looks like an upside-down freeze plug; 2nd design has a dull finsh, a depression in the middle that makes it look like it has a ridge about 3/16" all the way around it, and sharp edges.

 

Say RB

Didn't the Mustangs come with a WC before the GMs?
What can be done to convert these over to fit a GM?

 

I don't think you can convert Ford T5's to fit a GM car. The casings are different.

 

Thanks RB........

My guess on the Ford is that the clutch spline will be different. I have experimented with a Ford clutch plate not fitting a borg warner 4 speed, even though it was a 10 spline also.

 

83 and Ray are both right. There are other differences too, like the torque arm mount, dirveshaft splines, etc. etc. It's probably possible, but highly impractical.

 

i grenaded my T5 once with my stock V6