Durango_Boy

Yes sir I sure will.

rj8806

Hey guys, just checking in. Glad to see SSS made it here to answer some questions.
Keep in mind, I ran a T5 in my Mustang for 140K miles with no issues.
Finally gave in and put a TKO in when I went to a 347 stroker and a S/C
Don't take offense, but chevy's look real good in my rear view mirror.
Hope everyone had a great new years and I'll be checking back in tomorrow when I get to work.

Richard

Durango_Boy

That's because some Chevy's just look good.

rj8806

Kinda hard for me to tell..... they just keep gettin' smaller and smaller.

Richard

silverslashstreak

Another thing nobody seems to talk about is that most T5s that were installed in a performance car (Mustang, Camaro, Firebird) had a torque arm hooked to tailshaft and the rear end.

I believe that many T5s are broken because of wheel hop. That will have no affect on the transmission in the Corvette application since we have the diffferential mounted solidly to the frame.

Food for thought Jeff

rj8806

That is true of the Chevy but the Mustang does not use a torque arm brace.

Richard

Durango_Boy

I hear the main reason the T5s failed was because of the driver's shifting habits.

silverslashstreak

Thanks Richard, I was under the impression that Mustangs used the torque arm also.

Jeff

rj8806

That is true for the most part(I know), however, the weak link in the T5 is the syncro hub between 2nd and 3rd. As long as you don't power shift 2nd to 3rd, they will last a long time. I know lots of 'stangs running a ton of power thru them with no issues.

Richard

Durango_Boy

Are there any ways to inspect a Ford T5 for that weak link...say if buying one out of a salvaged car? Do they slowly go bad...or just snap do to miss-use? I can get a T5 pretty cheap as a pull off.

rj8806

Other than opening it up and doing a visual, I don't know but if you can wait until tomorrow, I'll check with my builders for some tips. They don't just break. It happens over time.
SSS:
Thanks again for coming over and answering some questions for these guys. I'm glad there are guys out there like you that are willing to help others put "ANY" 5 speed in. Afterall, isn't the main point here, just to overdrive these cars???

Richard

Durango_Boy

Oh I can wait for as long as it takes. I'm not buying it immediately. Thanks for the help.

evalu8r

I've been running a chev T5 behind my new 383 for couple thousand miles and it has handled everything I've thrown at it. You just have to know how to shift.

Chris

Durango_Boy

Great to know. Where'd you get it? What vehicle and was it a salvage yard find?

evalu8r

It was a salvage yard, I had a big fight with them over it. They swear it is a v8 unit and had a local dealership join the fight for them, but 5speed.com has it listed as a v6. It's from a 92 camaro wc.

Chris

5speeds

All V8 units in 1992 had a 26 spline input. If you have a 14 spline input then it is a V6. The later cars 95 and up only had T5's in 6 Cylinder models. The Tag ID program I wrote is based on Borg Warner's build records, but who knows there could be a typo! Many salvage yards also piece together transmissions. the V8 and 6 Cylinder cases are identical. So it's possible to dump V8 gears in a 6 Cylinder case.

evalu8r

5speeds
Cool, I didn't know you existed here. It is a 26 spline, but I also have a 14 spline NWC. The thing is at Auto Zone they don't list a 14 spline camaro v6 clutch. They do list a 14 spline 11" for the astro vans though.

Chris

silverslashstreak

Hey 5 Speed what do you think of the theory that the non world class is stronger since the gears don't have needle bearings and should have more strength since they are thicker? Curious what your opinion is.

Thanks SSS

5speeds

Mcleod Industries www.mcleodind.com will make you up any diameter clutch disc with a 14 spline hub.

5speeds

Actually no in regards to the theory... here are the facts instead. The WC box for example has a 3rd gear inside diameter of 1.460. The NWC has a diameter of 1.220. There is plenty of material between the root of the gear and bore wall on both gears for enough strength. The problem is the NON WC box has a SMALLER mainshaft diameter which causes much more mainshaft flex. The diameter is not that much smaller maybe less than .100" but it has oil relief grooves cut into it.

The big issue is WC boxes have more surface area on the 1-2 synchro rings and the counter gear is supported on tapered bearings as opposed to sloppy fit drawn cup roller bearings of the NWC. The tapered bearing case has better gussets, and webbing and no longer stretches and leaks. You can also preload the countergear to keep it more stable. WC boxes also got made with better alloy gears staring in 1986. The jump from 8620 to 4314 alloys made a huge difference in strength.

My Enduro design actually makes the 3rd gear bore larger and equal to the second gear bore. It creates less stress risers on the mainshaft.

For your viewing pleasure....

http://www.5speeds.com/racing/jt5rc.html