Typical first gear ratios for the WC ranged from 3.35 to 3.97:1 the Ford Mustang SVO had a unique 3.50:1 first gear for 1986. WC transmissions initially carried the same maximum input torque rating of 265 lb⋅ft (359 N⋅m) until hardened first gears were introduced in approximately 1990, raising the rating to 300 lb⋅ft (410 N⋅m). Most STD transmissions have a first gear of 3.75 to 4.10:1 for smaller-displacement engines these so-called 4-cylinder T-5s are rated up to 240 lb⋅ft (330 N⋅m) of input torque. STD transmissions are rated at up to 265 lb⋅ft (359 N⋅m) of input torque with a 2.95:1 first gear. WC transmissions should be filled with automatic transmission fluid, while STD models use 50W gear oil. If this is not visually accessible, the color of the synchronizer rings can be used to distinguish the two types, with the oil fill plug removed. Externally, the tapered roller bearing race for the countershaft at the front of the WC, facing the clutch and below the input shaft, can be distinguished from the corresponding straight roller bearing cup of the STD. Compared to the Standard, the WC changes bearing types and blocker ring materials. The T-5 is available in "World Class" (WC) and "Standard" (STD) models STD are sometimes known as Non-World Class (NWC). Models Differences between World Class and Standard transmissions In general, retrofitting the T-5 is straightforward for many rear-drive Fords from the 1960s and 1970s, as they are dimensionally compatible. The T-5 has become a popular restomod option for older and classic manual transmission cars, as the overdrive gear can improve fuel economy. In 1982, GM began fitting the T-5 to the S-10/S-15 compact pickup trucks then in 1983, both Ford (Mustang) and GM (Camaro/Firebird) picked up the T-5 for their pony cars. The first T-5s were installed in the AMC Spirit/ Concord. The T-5 carries a part number of 1352-000- xxx, where xxx is a three-digit application-specific number ranging from 001 to 260 that also can be used to distinguish World Class from Standard T-5 transmissions. The T-5 is a T4 with an added overdrive gear. The T4 improved this design with tapered roller bearings on the input and output shafts and a straight roller bearing on the counter gear. The SR4 was a light-duty 4-speed manual that used ball and needle bearings on the countershaft with bronze synchronizer rings. The T-5 was originally designed by BorgWarner based on the T-4 and earlier SR4, and was sold as the BorgWarner T-5 until the design was sold to TTC (aka Tremec) in the late 1990s. It includes one overdrive gear, a lightweight aluminum housing, and adaptability for four wheel drive use. This is included in the instructions.The TREMEC T-5 is a 5-speed manual transmission for longitudinal engine automobiles. If your transmission input shaft is shorter, you should install an extended pilot bushing into the crank shaft.Ģ) On manual clutch applications the throw out bearing sleeve on the bearing retainer need’s to be shortened. Our adapter plates are precision-machined from high strength 7075 aluminum alloy.ġ) This transmission adapter kit requires a transmission with an input shaft length of 7 1/8” from the trans mounting surface to the end of the shaft. Our transmission adapter kit is 100% made in the USA. (2) 1/2-13 x 2 flat head counter sink screws No modifications are required on the input shaft or clutch disc for installation. The adapter positions the clutch disc in the proper place on the input shaft. This T5 transmission adapter allows you to adapt a Ford T5 to your 1955 and later Chevrolet passenger bell housing.
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