T5 did come with hypoid/gear oil, some proof...
Right :shakehead I asked you to check your data before posting but you didnt do that, instead you are doing exactly what you are complaining about. I took the time to help clear this up because you have not.
Because thats what Ford required & installed in the T5 since 1983.
This is incorrect.
My understanding stems from reading in shop manuals and knoweldge of fellow enthusists backed up by published www sites... where is
your proof that T5's NEVER used hypoid/gear oil??
Here is a published article, I have not read this particular one before. It is new to me
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"..Compared to NWC T5's the WC's benefit from needle bearings under the gears and tapered roller countershaft bearings for reduced friction. This change also allows the later to run considerable less viscous ATF fluid rather than heavy gear oil."
http://www.fordmuscle.com/archives/2005/12/T5Rebuild/index.php
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WC compared to NWC
"The T5 5 Speed was originally manufactured by Borg Warner Automotive. The first T5 5 speeds were manufactured as far back as 1982" (perhaps 1981)
"There are 2 basic kinds of T5 5 speeds. Non World Class ( NWC ) and World Class ( WC ). The T5 is an evolution of the Borg Warner SR4 4speed. The SR4 was a lightweight design, ball bearing and needle bearing counter gear box using bronze synchro rings. The T4 was an improvment of this design, using tapered input and output shaft bearings combined with a drawn cup roller bearing countergear. The T5 NWC was a T4 with an added 5th gear.
NWC T5's were issued in 1982. First applications were in S-10 Blazers. By 1983 Ford started using them in the Mustang, (read: Non WC in mustangs here) GM had them in the F body Camaro and Firebird Cars, AMC had them in the Eagle and Jeep lines. AMC dropped the T5 by 1985 to make room for cheaper Peugeot and Toyota boxes. By late
1985 the first WC boxes were used by Ford. (some time existed where WC and NWC for ford) The WC boxes had 1st, 2nd, and 3rd speed gears riding on roller bearings instead of solid shafts. The countergears saw an upgrade to tapered bearings. The bronze synchro rings were replaced by fiber lined rings and dual cone designed rings to improve ring surface area. GM started using WC boxes as early as 1988 in the Camaro / Firebird line but still kept NWC boxes in S-10's and Astro Vans. By the mid 1990's most of the GM T5 installations were all World Class."
http://www.5speeds.com/t5/
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one of the reasons why the fluid changed?
"World Class & Non-World Class
There are two basic kinds of T-5's, Non World Class (NWC) and World Class (WC). The first T-5 was non-world class. In 1983 and 84 Ford used the Non-World Class T-5 to improve the Mustangs performance and gas mileage. All the V8 NWC boxes had 2.95 first gear set with .68 overdrive. All the main output shaft gears and 1st, 2nd, 3rd, gears riding on a solid output shaft with deep oil grooves to provide lubrication. The lower counter gears spin on straight cylindrical bearings with a thrust washer in front to provide support when under load.
All the synchronizer rings are made of solid bronze which are of different size than those found in a would-class T-5. It is because there is no bearing under each gear and the bronze synchro rings that the NWC use the heavy 70w gear oil. Torque rating for the NWC was 265ft/lbs."
http://www.moderndriveline.com/Technical_Bits/t5_history.htm
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one of the reasons why the fluid changed?
...'"World Class"
T5's began appearing in 1985 5.0 Mustangs (Ford) and 1988 Camaros (GM) ...upgrades include: roller type, caged needle bearings for the first 3 mainshaft gears... These units can be identified using a few methods... A yellow and black "use Dexron II only" label can also be used to identify a WC T5. This is because of the
small oil transfer holes that oil the needle bearings.' (read: a good reason indeed to NOT use hypoid in WC)
http://bostonrpm.com/T5.html
