11/19/2023 0 Comments Camaro t5 transmissionTo do this the First gear ratios were in the range of 3.75 to 4.10:1. Most were geared down to allow a small displacement engine to rev easily through the gears. The World Class has a Timken tapered race bearing cup, easily seen from the front of the main case.Ĭouture tells us, “Borg-Warner also provided many other non–World Class gear ratios. If you examine the front of the World Class main case, you will see the difference in counter-shaft bearings. Couture adds that World Class T5 improvements included revised synchronizers and bearings, which makes the World Class easy to identify. More by coincidence the T5 World Class was an improved design engineered to take greater amounts of power and deliver improved shift quality. Because these gentlemen have been working with the T5 for decades, they understand its design and nature better than anyone in the industry, and are willing to share that knowledge with all of us.īruce Couture of Modern Driveline tells Mustang Monthly the “World Class” name had little to do with strength and durability, but instead the T5’s introduction into the world market in the mid ’80s as an improved performance transmission. Great technical information and service are available from Bruce Couture and Paul Coffey at Modern Driveline. We’re not going to show you step-by-step how to rebuild a World Class T-5, but instead provide you with basic information to help get you started on your five-speed adventure. In the late ’90s, Borg-Warner sold its manual transmission division to Tremec, which is still building new T5 transmissions to this day-they are available from Modern Driveline along with all of the parts necessary to service them. The fully synchronized T5 transmission is a counter-shaft-style helical gear unit. Originally designed and manufactured by Borg-Warner and first offered in the Mustang in 1983, the venerable T-5 has been a Pony Car mainstay for longer than a lot of us have been licensed drivers. The Mustang’s T5 five-speed transmission has been in continuous production for 34 years. Not only does the T5 provide a highway-friendly overdrive, but it also provides a deep First gear ratio for better off-the-line performance. If you have any questions feel free to email me.One of the most popular drive-train mods done to early Mustangs is to swap out the non-over driven three- and four-speed transmissions with the later-model overdrive T-5 five-speed. Good luck if you choose to go this route-make sure you get a World Class trans so you'll have the strongest one available. My car has a very mild 350,not a lot of power and I don't beat it.Two reasons-I'm an old man and the motor's been in the car since 1978 and is dead tired,I don't want to hurt it.I don't know how durable these transmissions really are,I know Chevy never put them behind anything with any power,but in my case it seemed like the most logical choice. I don't have the speedometer working accurately yet,I need to order a gear for the T5,so it's hard to judge how much of a drop I actually get in fifth at a given speed. 73 OD but still,I was really looking for a more noticable drop once I go to fifth. I've only had it out a few times since I finished the swap and,honestly,I was hoping for a more dramatic drop in RPM in fifth gear.I know it's a. I did this swap for the overdrive-the car gets horrible mileage,even with a very mild small block and I'm looking for a little more economy. Combined with the 3.73's, first gear is over in a hurry. My car had the close-ratio Muncie and 3.73's in the rear.First gear in the T5 is super low-2.95 vs the Muncie's 2.2. My car has the console with gages in it,I moved it back about 3 or 4 inches,you really can't even notice it.The shifter plate in the console no longer fits,I'll make something custom to cover it up. Of course I had to move the shifter hole and close up the original. Had to shorten a driveshaft,after driving the car a few times I may have to have another one professionaly done. I bought a used Hurst shifter from a Mustang and modified it to fit but there's a guy on Ebay that sells new Hurst shifters specifically for this swap. I had to build a crossmember because now the trans mount was angled-not bad (if you can do it yourself),I used the IROC rubber mount because I had it,some rectangular tubing and 3/8" plate.I measured the angle of the original Muncie before I pulled it out so I could duplicate the pinion angle. I used an 11" clutch disc from an Astro van for the correct spline count. I just finished this swap myself.Believe me,I'd love to just dial up Kiesler and order a brand new trans but I live in the real world and that just isn't in my HotRod budget.I got a World Class T5 from an 89 IROC at a swap meet for $200.Īnyway-the swap went well.I used my original bellhousing which rotates the trans back to "straight up".
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