One of the design flaws of the T56 was the cast-aluminum forks with a removable steel shift link ( Figure 9). This results in very short, smooth shifts. Tremec has changed the design to spring-loaded ball-type inserts to reduce friction and prevent notchy shifting. We have for years replaced the stamped keys with solid billet keys on performance units. As heat and wear changed spring tension it was common for the keys to break, trapping the slider in a gear. Earlier designs used stamped-steel shift keys with circular retaining springs. The engagement-tooth angles were changed on the slider to shorten engagement travel and further smooth out the shifts. The widened gear train called for narrower synchronizers ( figures 6, 7 and 8). For better handling of higher thrust loads the input bearing is upgraded to a larger size. Clutch splines are lengthened to enable use of twin-disc clutches, and there are 26 clutch splines for added strength. The input shaft ( Figure 5) has a larger face width on the gear and increased shaft diameter. A look at Figure 4 gives you a feel for the much-beefier new design. Larger bearings are used in all the support areas to zero out shift deflection and live through the increased thrust loads. ![]() The Magnum model uses a much-stronger one-piece shaft with thicker journals and widened gear faces. The one-piece shaft was first used in the Dodge Viper. CountershaftĮarlier T56 designs used a two-piece countershaft that was torque limited because of the splines connecting the two sections. This enables much more precise shaping of the engagement teeth with better pitch and angle control and the placement of a positive stop on the gear to prevent over-travel of the slider on hard shifts. The Magnum gears are forged, with the plate containing the engagement teeth laser-beam welded to each gear. The original-design T56 speed gears were one-piece forgings that were subject to machining limitations because of the lead angles of the gears and the shaping of the engagement teeth. The face widths of the gears ( Figure 3) have been significantly widened to handle more torque. The T56 Magnum uses the 6060 gear design. Built-in mid-shift provisions under the inspection plate for simple forward placement of the shifter for earlier cars with bench seats.Fully reversible shifter to allow changing position of the shift lever in the car simply by reversing the shift cover.Triple-cone synchronizer technology on gears 1-4 double-cone synchronizers on 5th, 6th and reverse.Dual speedometer pickups allow use of this unit with either mechanical or electronic speedometers.Fluid fill – 3.65 quarts of Dexron 3 ATF or GM Synchromesh fluid.Centerline distance – 85 millimeters (the distance between the center of the input shaft and the center of the countershaft).There always seems to be money for the toys. In this economy, these units will be one more added service you can bring to your performance-minded customers. Models will be available for replacement of all the earlier T56 models as well as new designs that will enable you to install the transmissions into any vehicle equipped with a small- or big-block Chevy engine, or a 4.6- or 5.0-liter or Windsor Ford engine. of torque, almost double the stock T56 capacity. This unit is based on the 6060 design with further improvements and the ability to be adapted to replace earlier T56 units for car owners who have increased their torque and horsepower beyond the stock T56 levels. ![]() Tremec is now releasing a T56 six-speed gearbox for the aftermarket called the T56 Magnum ( figures 1 and 2). The synchronizer engagement teeth on the slider and the speed gears were redesigned for a positive stop and quicker shifting. The slider and hub were narrowed, making room for the increased face width on the gears, and sintered-metal synchro rings were used. ![]() Tremec did this by redesigning the synchronizers. The face width of the gears was substantially increased to handle more power, but the case size remained the same. In 2005, Tremec introduced the 6060, a design variation of the T56, for the Ford Mustang. New products from the car manufacturers over the years have increased horsepower and torque ratings, and the T56 design needed an upgrade to handle more torque. of torque and was updated by Tremec to carbon-fiber synchro rings for very smooth shifts. The T56 is original equipment on the Chevrolet Camaro, Pontiac Firebird and GTO, Chevrolet C5 and C6 Corvettes, Mustang GT, Cadillac CTSV, Dodge Viper, Dodge Sidewinder truck and Aston Martin.
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