BorgWarner T-5 transmission

The TREMEC T-5 is a 5-speed manual transmission for longitudinal engine automobiles. It includes one overdrive gear, a lightweight aluminum housing, and adaptability for four wheel drive use. It is currently manufactured by TREMEC.

T-5
Classificationmanual transmission
Applicationlongitudinal engine automobiles
Weight75 lb (34 kg) dry
Input torque300 lb⋅ft (410 N⋅m) max

History and design

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.[1] The SR4 was a light-duty 4-speed manual that used ball and needle bearings on the countershaft with bronze synchronizer 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, 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.[3]: Tables 3-1 & 4-1 

The first T-5s were installed in the AMC Spirit/Concord. 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.[4]

The T-5 has become a popular restomod 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
Differences between World Class and Standard transmissions
FeatureWCSTD
Bearings under gears NeedleJournal
Blocker rings Fiber-lined steelBrass
Countershaft bearings Tapered rollerStraight 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 with automatic transmission fluid, while STD models use 50W 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; the Ford Mustang SVO had a unique 3.50:1 first gear for 1986.[4]

Applications

References
  1. Smart, Jim (June 22, 2015). "Everything You Ever Wanted To Know About The T-5 Five-Speed". Motor Trend. Retrieved 12 October 2022.
  2. "HOW TO: Identify your T5 is a World class or Non-World class version". Modern Driveline. Retrieved 12 October 2022.
  3. "Tremec T-5 Service Manual, Bulletin number TRSM-T5-0510" (PDF). Tremec Corporation. Retrieved 12 October 2022.
  4. "The many different faces of the T5". Modern Driveline. 9 August 2019. Retrieved 12 October 2022.
  5. O'Clair, Jim (September 23, 2018). "T-5 Transmission swaps". Hemmings. Retrieved 12 October 2022.
  6. "T5 Swaps for Early Fords". Ford Muscle. September 2000. Retrieved 12 October 2022.
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