Bruce points out typical blocking ring wear on high-mileage
T5's. The rounding of the clutch teeth results in the
hard to engage gears or "bad synchro" symptoms.
Blocking rings are some of the parts which will be replaced. |
A variety of rebuild kits are available for the WC T5.
Modern Driveline uses the master rebuild kit, however
replaces the bearing with Timken brand bearings for performance
rebuilds. |
Bruce reviews for us how the blocking ring assemblies
function. The laminated material on the outer cone race
(orange) contacts the friction coated inside surface of
the blocking ring, slowing it down and allowing the teeth
to mesh with the synchronizer. |
1st-2nd gear blocking ring, outer cone race, and inner
cone followed by a thrust washer and retaining ring. |
|
Needle bearing goes on next, followed by the 2nd speed
gear.
|
Slide the thrust washer into place. |
The thrust washer is followed by the thicker of the two
snap rings removed from the original shaft assembly. |
A thin spacer goes against the snap ring, followed by
a fresh needle bearing sleeve. |
The 3rd speed gear goes on over the needle bearing, followed
by the 3rd-4th blocking ring and synchronizer assembly.
|
Flip the shaft over and slide on the 1st-2nd blocking
ring, outer and inner cones. Then insert the ball or pin
saved from step 19. Finally, slide the sleeve into place. |
A taper bearing installs over the sleeve, followed the
1st speed gear. |
A new Timken bearing cone slides over the shaft between
1st and the 5th driven gears. The thinner of the two snap
rings (step 15) is positioned in the receiver groove above
5th gear. |
With the new G-Force output shaft assembled, Bruce readies
the case for re-assembly. Using a large flat file he smoothens
out any surface irregularities near the bearing bores. |
The bearing cup for the counter shaft gear is pressed
into place. |
Bruce points out the large flat washer which must be placed
on the new G-Force countershaft gear. The washer does
not exist on the stock assembly and is thus easily forgotten.
|
Bearing cone is then pressed on the front of the countershaft. |
The countershaft assembly is then fed into the case via
the top. |
Bruce presses on the countershaft rear bearing cone and
cup. |
The reverse idler gear and shaft can now be reinstalled.
Note the O-ring which must be positioned on the shaft,
in front of the gear. The 5th-Reverse shift level and
rail are also reinstalled at this point. |
Bruce temporarily installs the heavy-duty rear bearing
retainer in order to achieve proper countershaft end play.
He suggests shimming until the shaft spins without resistance
while achieving the least amount of end play (factory
specification is 0.0018 in.) The retainer bolts are then
secured using red Loctite. |
