https://www.moderndriveline.com/the-many-different-faces-of-the-t5/
HCDmad says basically the same thing.  The 2.95 ratio version is WC but it is not the only WC version.

From hcdmag:
"The peak torque that this 5-speed manual transmission could handle was 265 lb-ft upon introduction. This power rating was the same for the non-world class as well as the original world class T5 transmission.  The power rating did increase in 1990 thanks primarily to a stronger gear set, increasing the peak torque to 300 lb-ft, with later applications getting up to 310 lb-ft."

"One of the common gear ratio selections in the high power option is 2.95 in 1st, 1.94 in 2nd, 1.34 in 3rd, 1 in 4th and 0.63 in 5th. The reverse gear was given a ratio of 2.76 in this application."


Lawrenceville, GA

http://www.hcdmag.com/t5-transmission/

In less than 30 seconds, HCDMag confirmed that the World Class T5 1st gear ratio is 2.95. Earlier transmissions rated at 300 lb. ft. Newer transmissions rated 310 lb. ft. 

World class does not indicate a 2.95 ratio.  The 2.95 ratio 1st (and .63 5th) is the Motorsport T5 which has had torque ratings between 300 and 330 ft/lbs.  It is a WC T5 but WC T5s were made with other ratios as well and torque ratings under 300ft lbs for V8s.
If the tag is still on the tailhousing of a transmission you are interested in, use that to ID it.  Gear ratios and torque ratings can be found using the info on that tag and charts available on the internet.


Lawrenceville, GA

First, 1979-1993 Fox body V8 Borg-Warner T5s are the go to for Ford swaps.  1994-1995 SN95 V8 Borg-Warner T5s have a slightly longer input shaft length, and a corresponding deeper bellhousing.  Mixing the two will cause fitment issues.

Second, front case bolt patterns are different between Ford and GM.  I believe the GM version is the same as the other previous GM manuals.

Third, the S10 T5 is the most common for hot rod swap, because the shifter location is at the front of the tailshaft, and the Mustang T5 is towards the back of the tailshaft.  Swapping tailshafts is common (IE: Mustang case and S10 tailshaft).

Forth, the spacer plate mentioned in the first post is common when bolting a T5 up to an OEM Y Block bellhousing.  Mummert and Speedway Motors (and many others) sell similar adapter plates for Ford or GM T5 transmissions.

V8 T5s, like those found on Fox Mustangs, are rated 300 ft. lbs. I wouldn't consider less for your application. First-gear ratio is 3.35, which is fun with 3.07 gears. On the other hand, some drag racers/w numerically higher rear axle ratios actually launch in 2nd gear because of the 3.35. The World Class T5 has the same torque rating, but has a 2.95 1st. gear. The obvious advantage of a T5 is overdrive. 

Did the same when I installed a top loader 4 speed behind a 312.  Also angled a the pilot bushing a little as I thought the trans shaft might hit


54 Victoria 312;  48 Ford Conv 302, 56 Bird 312
Forever Ford
Midland Park, NJ

I just removed a T5 that swapped into hot rod. I noticed , they had made a spacer plate between trans and bellhousing .  I had changed many T5's in the 80' and 90's . A tech note , the 4 cyl and 8cyl  T5's look the same . The 4 cyl has an input that is a little longer atleast 1/4" , does cause a problem on bottoming out against the crank in some cases . The easy fix , use a cutoff wheel , trim to V8  length . Grind a  small 45 degree . You are good to go. Some folks will say the 4cl units are not very strong . THey worked just fine in turbo coupes , etc  

Po ol Davie

Sparta , Tn.