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| | | | Joined: Sep 2011 Posts: 2,951 'Bolter | | 'Bolter Joined: Sep 2011 Posts: 2,951 | This question is for you lugnutz. I can see where the GM derivatives of the T-5 are compatible. Does much interchange between the WC and typical T-5?
There are a few rules. A WC case MUST use a WC countershaft. A NWC case MUST use a NWC countershaft.
The countershaft determines what gears are used on the main shaft. Essentially, the countershaft and main shaft gears are a matched set (1st thru 4th gears).
The World Class stuff is unique.
The cases are different as well as the drive train gears and bearings. Basically, You cannot mix NWC and WC parts on the main shaft gear train. The exception is that you CAN use a NWC INPUT SHAFT in a WC tranny as long as you use a brass synchro ring. A WC INPUT SHAFT will work inside a NWC T5 - just use the correct fiber lined synchro.
A practical application is having a 1993 S10 WC T5 and wanting to do the Jeep shaft swap. The WC Jeep shafts are not available anymore. So just use a NWC Jeep IS and brass synchro. It works just fine.
Interesting tidbit: You CAN install a WC main shaft and gear train inside a NWC T5 as long as it has the correct NWC countershaft. That gives you a hybrid T5 with a WC main shaft and NWC countershaft inside a NWC case. However, I see no advantage to doing it unless you just can't get the correct parts for rebuilding the original WC T5 inside a WC case.
My last question, how about the internal parts interchangeability between Ford and GM derivatives?
Lock me in a room with a V8 Ford WC T5 and a V8 Chevy WC T5 and my tools. I'd love to explore the idea more.
One last thought, the bell housing bolt pattern on the T-5, that came off my 1986 4.3 Astro, must be a Ford Pattern. Was that a typical trick GM pulled in those days? I kept the Bell housing so I could use the trans. in the future on a Chev. project.
Al
Last edited by Lugnutz; 02/10/2016 3:00 AM.
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