Borg-Warner T-5 Transmission Data

Not All T-5's are Created Equal

Not all Borg Warner T-5's are the same. The first T-5 five speeds were introduced to market in 1982, in
all things, a AMC Spirit/Concord. In 1983, T-5's were introduced to Mustangs and are currently still used
in the V-6 Mustangs. The T-5 is the only American made standard transmission to span almost 20 years
of production. Because of the large quantities of T-5's produced, many parts are interchangeable. There
are now over 200 different T-5 transmission assembly part numbers and still counting.

World Class & Non-World Class

There are two basic kinds of T-5's, Non World Class (NWC) and World Class (WC). In 1983 and 84 Ford
used Non-World Class T-5 to improve performance and gas mileage at the same time. The NWC boxes
had 2.95 first gear set with 1st, 2nd, 3rd, gears riding on a solid output shaft. The counter gears spin on
straight cylindrical bearings with thrust washer in front. 3rd, 4th and 5th gears used solid bronze
synchros. 1st and 2nd gears used fiber linings bonded to steel rings. Torque rating for the NWC was
265ft/lbs.
1985, Ford introduced the World Class T-5 installed with 3.35 first gear set. No longer were 1st, 2nd,
and 3rd gears spinning on a solid output shaft. Needle bearings were installed under each gear to reduce
drag. The lower counter gears saw tapered bearings. All main shaft synchros were fiber lined steel rings
to improve ring surface area while 5th remains bronze. By improving the surface area, the synchro slows
the gear faster making for smoother shifts. Torque rating remained the same at 265ft/lbs.

1990 to 1993 the stock Ford production V-8 WC T-5 was upgraded with stronger 3.35 gear set. The
nickel content was increased to produce a harder, stronger gear. 2nd and 3rd gear ratios decrease
slightly. Synchro linings on 3rd, 4th were improved by changing to carbon fiber to further improve
shifting. Longer throw shifter was installed to "easier to shift". Torque rating jumped to 300ft/lbs.
When the 93 Cobra was introduced, so was the "Cobra Spec" T-5. It was the first T-5 with a front
tapered output bearing and steel front bearing retainer. The Cobra boxes also received a reverse brake
and synchro assembly where there was none before. Just about everything else remained the same.
Torque rating was increased to 310ft/lbs.

1994 and 95 were the last two years Ford used the T-5 behind a V-8. In the SN95 Mustangs, the bell
housing in both 3.8L and 5.0L was made longer to place the T-5 shifter in the correct location to the
body. This in turn made the input shaft longer. The neutral safety switch was eliminated, as it was no
longer needed. Everything else remained the same.

Today's V-6 Mustangs sports the last of the T-5s. The T-5 behind the 3.8L is a 3.35 first gear set with a
.68 over drive. What makes these different from the rest is the electronic speedometer trigger. No
longer is there a mechanical driven cable system. It has the longer input shaft equipped with a steel
front bearing retainer and reverse synchro brake assembly. Torque rating is 300ft/lbs.

Ford also used the T-5 in 2.3L through the years. While the 4 cylinder T-5 may appear to be the same
they are not. Most 4 cylinder T-5s received a 3.97 gear set with a .79 overdrive and small input pilot
bearing shaft. Four cylinder T-5's should not be used behind a V-8, even when the pilot bearing id is
decreased to match. Simply put, they will not hold up. Torque rating ~240ft/lbs. Besides first gear is
much too low to be usable.

The "Z" Spec

In about 1993 Ford started offering a new service unit to the motorsport crowd. The "Z" spec T-5, also
sometimes referred to as "World Class T-5". Most folks, associate the term "World Class" as meaning the
best. The T-5z is a 93 Cobra T-5 with 2.95 first gear set and .63 over drive. It has the best of
everything. Hardened gears, short throw shifter, steel front bearing retainer, and tapered output shaft
bearing. Best of all it has a torque rating of 330ft/lbs. This T-5 can handle up to 450 hp if not drag
raced.

So as you can see not all T-5's were created equal. T-5's are a smooth shifting, strong, light weight
transmission that can be used for daily driving or medium racing.

One last piece of important information. ALL World Class T-5 use ATF oil and NOT heavy gear oil or
Redline MTL! All NON-World Class T-5 use 70 wt gear oil.

Input
Speedo Input Shaft
B/W Torque Max
Source Application Gear Ratios Drive Shaft Pilot Notes
Id (lb/ft)
Gear length Dia
(in)

1352- Year Model Engine 1st 2nd 3rd 4th 5th R

85-
114 Factory T-Bird 2.3 T 235 4.03 2.37 1.49 1.00 0.81 3.76 6 7.41 0.59
86

79-
115 Motorsport Mustang 5.0 305 2.95 1.94 1.34 1.00 0.63 2.76 6 7.18 0.668 a
83

85-
116 Factory SVO 2.3 T 250 3.50 2.14 1.39 1.00 0.78 3.39 6 7.41 0.59
86

126 Factory 85 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668

141 Factory 86 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668

154 Factory 87 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.85 3.70 7 7.41 0.59

155 Factory 87 T-Bird 2.3 T 240 3.97 2.34 1.46 1.00 0.79 3.70 6 7.41 0.59

87-
162 Factory Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
88

165 Factory 86 Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668

86.5-
169 Factory Mustang 5.0 265 3.35 1.93 1.29 1.00 0.68 3.15 7 7.18 0.668
89

89-
194 Factory Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
90

90-
199 Factory Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 b
91

79-
200 Motorsport Mustang 5.0 305 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 a
93

79-
202 Aftermarket Mustang 5.0 305 2.95 1.94 1.34 1.00 0.80 2.76 7 7.18 0.668 c
93

85-
204 Service Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 7 7.18 0.668
89

207 Factory 91 Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59

92-
208 Factory Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 d
93

92-
209 Factory Mustang 2.3 240 3.97 2.34 1.46 1.00 0.79 3.70 7 7.41 0.59
93

218 Factory 93 Mustang Cobra 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.668 e

219 Factory 94 Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668

220 Factory 94 Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 7 7.85 0.668

79-
225 Aftermarket Mustang 5.0 325 2.95 1.94 1.34 1.00 0.80 2.76 7 7.18 0.668 b,c,d
93

79-
227 Motorsport Mustang 5.0 325 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 b,c,d,f
 93

94
236 Factory Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 7 7.85 0.668
1/2

94-
238 Factory Mustang 3.8 265 3.35 1.93 1.29 1.00 0.73 3.15 8 7.85 0.668
97

239 Aftermarket 93 Mustang Cobra 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.18 0.68 c,e

94- Cobra
242 Factory Mustang 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668 e
95 5.0

94-
246 Factory Mustang 5.0 300 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668
95

79-
249 Motorsport Mustang 5.0 330 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 e,g
93

79-
251 Aftermarket Mustang 5.0 330 2.95 1.94 1.34 1.00 0.63 2.76 7 7.18 0.668 c,e
93

94- Cobra
253 Aftermarket Mustang 310 3.35 1.99 1.33 1.00 0.68 3.15 8 7.85 0.668 c,e
95 5.0

Input Shaft = 1-1/16 inch/10 spline

Ouput Shaft = 28 Splines

Notes:
a) Motorsport M-7003-A
b) Improved Steel Alloy
c) Aftermarket
d) Carbon fiber 3/4 blocker rings
e) Cobra tapered roller pocket bearing
f) Motorsport M-7003-X
g) Motorsport M-7003-Z