BorgWarner T-5 transmission

(Redirected fromBorg-Warner T-5)

TheBorgWarner T-5 is a 5-speedmanual transmission forlongitudinal engine automobiles. It includes oneoverdrive gear, a lightweight aluminum housing, and adaptability forfour wheel drive use.

T-5
Classification	manual transmission
Application	longitudinal engine automobiles
Weight	75 lb (34 kg) dry
Input torque	300 lb⋅ft (410 N⋅m) max

It is currently manufactured byTREMEC.^{[clarification needed]}

History and design

edit

The T-5 was originally designed byBorgWarner based on the T-4 and earlier SR4, and was sold as theBorgWarner T-5 until the design was sold to TTC (aka Tremec) in the late 1990s.^[1] The SR4 was a light-duty 4-speed manual that used ball and needle bearings on the countershaft with bronzesynchronizer rings. 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 T-5 is a T4 with an added overdrive gear.^[2] The T-5 carries a part number of 1352-000-xxx, wherexxx 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.^[3]^{: Tables 3-1 & 4-1}

The first T-5s were installed in theAMC Spirit/Concord. In 1982, GM began fitting the T-5 to theS-10/S-15 compactpickup trucks; then in 1983, bothFord (Mustang) andGM (Camaro/Firebird) picked up the T-5 for theirpony cars.^[4]

The T-5 has become a popularrestomod option for older and classic manual transmission cars, as the overdrive gear can improve fuel economy.^[5] In general, retrofitting the T-5 is straightforward for many rear-drive Fords from the 1960s and 1970s, as they are dimensionally compatible.^[6]

Models

edit

Differences between World Class and Standard transmissions
Feature	WC	STD
Bearings under gears	Needle	Journal
Blocker rings	Fiber-lined steel	Brass
Countershaft bearings	Tapered roller	Straight roller

The T-5 is available in "World Class" (WC) and "Standard" (STD) models; STD are sometimes known as Non-World Class (NWC). Compared to the Standard, the WC changes bearing types and blocker ring materials.^[3] 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.^[1] 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.^[2] WC transmissions should be filled withautomatic transmission fluid, while STD models use50W gear oil.^[1]

STD transmissions are rated at up to 265 lb⋅ft (359 N⋅m) of input torque with a 2.95:1 first gear. 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.^[4]

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). Typical first gear ratios for the WC ranged from 3.35 to 3.97:1; theFord Mustang SVO had a unique 3.50:1 first gear for 1986.^[4]