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1. CAMARO T5 TRANSMISSION INSTALL
2. CAMARO T5 TRANSMISSION DRIVER
3. CAMARO T5 TRANSMISSION MANUAL
4. CAMARO T5 TRANSMISSION UPGRADE

If third gear doesn?t let loose, it seems that the overdrives will instead around similar power levels. The M46 has a limited strength (while I?ve seen some see constant abuse behind 220whp cars, some have died numerous times in 160whp cars), they are heavy, shift poorly (in my view) and have external overdrives.

CAMARO T5 TRANSMISSION MANUAL

There is no filter inside the manual transmission only a magnet at the bottom to pick up the metallic particles in the oil, the only metallic parts in a transmission is the gears or bearings.One of the biggest complaints about tuning the RWD bricks here in the states is the lack of strong transmissions. When we rebuild transmissions, we can tell when the oil has been changed often as the parts are much cleaner with less over all wear. However, if the transmission sees regular track duty and pushed hard, then once or twice a year is in order.

CAMARO T5 TRANSMISSION DRIVER

If the vehicle is your daily driver then changing the oil every two to three years is fine. It is important to change the oil in your transmission based on how you use the vehicle. We recommend high quality Synthetic oil as it lasts a long time and over a larger operating temperature. As this is no longer available, we and TREMEC recommend the 50 wt gear oil.) (The original Ford/Borg-Warner recommendation back in 1984 was Dextron II. ALL World Class T5 use ATF (Dextron III) oil and NOT heavy gear oil or Redline MTL! All NON-World Class T5 use 50 wt gear oil. This type of T-5 works very well in Shelby’s Terlingua Mustangs. Torque rating after the 2.95:1 gear set is installed is 350ft/lbs or about 450hp. This will allow the owner of a 4.0L Mustang to add twice the power without the fear of breaking the gears.

CAMARO T5 TRANSMISSION INSTALL

The answer to this problem is to install a 2.95:1 first gear set with either a.

CAMARO T5 TRANSMISSION UPGRADE

Many owners of the 4.0L Mustang upgrade the clutch only to find the T5 with broken gears or wishing for a closer ratio gear set. While this is great in getting the 4.0L Mustang rolling down the road it doesn’t have a lot of strength or performance. The gear ratio of this S-197 spec T-5 is 3.75:1 first with a. It was replaced by a counter balanced flange that the drive shaft bolts to. The clutch cable was replaced by an internal hydraulic bearing also known as a CSC. Another change came in the way the clutch was released. It was mounted to the body and connected by rods. The shifter was no longer attached to the tailshaft housing. This T-5 underwent many changes to fit into a S-197 body. Torque rating remained the same at 265ft/lbs.Ģ005-2010 4.0L Mustang T5. The Ford WC transmission V8 gear set remained through 1989. Installing steel synchro rings with lining, improved two things, the rings don’t stretch and break and the added friction slowed the gear faster allowing for higher shift points. All main shaft synchro’s were fiber lined steel rings to improve rings friction surface while 5th remained bronze. The lower counter gears saw tapered bearings to replace the bronze thrust washer. No longer were 1st, 2nd, and 3rd gears spinning on a solid output shaft as needle bearings were installed under each gear to reduce drag. The 1986 SVO received a one year only, 3.50 first gear ratio, as the 3.97 gear ratio was too low for the added power of the turbo charged 2.3L. The main reason for the 3.35:1 first gear in the 5.0L was to give the 5.0L some punch with 2.73:1 or optional 3.08:1 rear axle gears. 68od while the 2.3L received a 3.97:1 first gear with a. The 5.0L V8 received a 3.35 first gear set with a. In 1985, Ford was one of the first companies to adopt the World Class T5 by installing it in both the 2.3L and 5.0L Mustang, Fairmont, T-bird, and Cougar, to name a few. Four cylinder ratios are much lower due to the tooth count between gears. Torque rating for the 2.95:1 NWC T5 was 265ft/lbs. The lighter Dextron III weight can be used but may effect shifting and wear. Since Dextron II is no longer available the engineers at TREMEC now recommend using straight 50w gear oil. It is because there is no bearing under each gear and the bronze synchro rings that the NWC T-5 use the heavier Dextron II. All the synchronizer rings are made of solid bronze which are of different size than those found in a World-Class T5. The lower counter gears spin on straight cylindrical bearings with a thrust washer in front to provide support when under load. All the main shaft gears, 1st, 2nd, 3rd, ride on a solid output shaft with deep oil grooves to provide lubrication. To do this the first gear ratios were in the range of 3.75 to 4.10:1, more on that later. Most were geared down to allow a small displacement motor to spin up. Borg Warner also provided many other gear ratios in NWC T5’s to meet the needs of the application.