Please PM me if you are interested in the
new Magnum T56's which are the latest 6speeds out for a reasonable price designed as a replacement part for the '98-02 style Fbodies and Hot Rod projects. Instead of sourcing a used unknown condition T56 and eventually having to rebuild it... you can start out with a better and stronger unit from the beginning... plus it is brand new! The main attraction is that the gears are wider than stock made of a stronger material, bearings are larger supporting higher loads, rails/shafts are also made of stronger materials, a 31 spline output shaft, beefier case with more reinforcement, 3 shifter locations available by removing cover plates, and also 2 types of speedo pickups (electronic signal + mechanical). They include all sensors, can be used with either an electronic or mechanical speedo and have many other great features. They do not include a bellhousing; however one can be purchased and I sell factory style plus SFi steel safety version. Works with GTO or Fbody LS style bellhousing. Fbody preferred due to better starter options that fit (cheaper).
The trans also features cast in bosses for a gear sprayer pump/oil cooler if needed. The old T56 unit has no pump provision and under very high power the oil would migrate to the rear of the transmission allowing for excessive heat buildup in the front section (under drag racing/highway pulls) where oil is lacking in the proper quantity. The input and countershaft gears would fail under high load. The new TR6060 design allows you to spray up front on the gears where they need the cooling/buffer in extreme conditions.
This unit is essentially a new TR6060 Tremec transmission (available in the 2008+ Z06 and ZR1 plus the 2010+ Camaro, Viper, Challenger etc.) and has been available since 2011 in this custom configuration. Similar to the one which is found in the 2010+ Camaro mounted directly behind the engine; however it doesn't have a remote style shifter as it was designed as a replacement for the Fbody Camaro unit as stated. It has a standard style 31 splined output shaft (larger than the Viper unit and also made of stronger material). Being a clean slate design it has addressed many of the shortcomings the 4th gen Fbody transmission has under aggressive and extreme driving conditions. It is the premier 6 speed of choice for the consumer shopping for a reliable, smooth shifting, quiet, and strong transmission.
Incorporating the new TR6060 style front bearing plate with a removable bellhousing provision (factory TR6060 5th gen Camaro has a fixed bellhousing/bearing plate as 1 unit) it offers plenty of options for the consumer. This will allow the use of an aftermarket Quicktime style SFI steel bellhousing and stock style bellhousings supporting LT or LS engines as well.
This tailhousing is 1.9" longer than an Fbody/GTO and Tremec made the shifter centerline a few inches forward in comparison to the 4th gen Fbody shifter location. The solution is to run a shifter option/handles/sticks to put it where you need it and the shifter can be located where you want it. This also means you need a slightly shorter driveshaft with the proper spline count (31 spline) on the yoke side. There are a number of shifter options to put it where you need it centered in your transmission tunnel opening. NorCal Auto Group offers one that works well and is easily customizable! We use it on our gray shop LS7 FD.
It is miles better than an FBody/GTO T56 trans (designed in the early 90's) in terms of strength and is smoother shifting, eliminates the key system, has the same gear ratios as the Fbody T56 (2.66 1st and same 2nd-4th) however it has a closer .80 5th and .63 6th ratio to keep you in the powerband when shifting from 4th-5th for high speed use. The closer 5th gear ratio, increased strength, and smoother shifting are huge bonuses. In a lightweight and high HP RX-7 the stock 1-4 Fbody gearing is perfect for putting down the power.
As mentioned the gear faces themselves are also wider and made of a better quality steel, larger bearings allow
it to handle higher loads before deflection, the shafts are forged from a better material and the mainshaft/output shaft is 31 spline vs. 27 spline. A non Magnum T56 has many shortcomings from the factory as better parts were developed over time which can be added during a rebuild.... but even after doing so the new Magnum T56 is still leaps and bounds stronger and offers smoother shifting that can never be matched by an older 4th gen style T56. The input shaft spline count remains the same so you can retain your current clutch combo.
The stock T56 seems to have a limit of around 600rwhp in heavier cars before the output shaft breaks or gears break. The Magnum T56 (TR6060) is closer to 900-1000rwhp+. They rate it for less (700) in a 4500lb+ car launching on slicks with no failures repeatedly. Any manual transmission with enough abuse is not immune from breakage. That being said I'm pushing 1400hp/1400 ft/lbs torque thru a STOCK T56 Magnum and McLeod HD1200 RXT twin disc clutch that is fully streetable and no issues.
How the TREMEC® T-56 MAGNUM 6-Speed is improved.http://www.moderndriveline.com/Technical_Bits/how_the_tremec_t-56_magnum_is_improved.htmThat link above is not me; however it is a good read... if you are interested in one please PM or email me (contact info provided at the bottom of this thread). Can ship worldwide.
If it tells you anything... I removed a built zero mile 4th gen FBody T56 from my LS7 powered FD to install a new Magnum. It also allowed me check fitment issues as the case itself is a bit beefier and appears to be slightly wider towards the tailshaft area. Fitment issues were nill.... and it bolts right in. The rubber/poly mount even remains in the same location. Main differences over a 4th gen Fbody T56 is the driveshaft yoke spline count (now 31 spline), shifter location (needs the DMshifter to move it 4" rearward), and last but not least the length (shorter).
Please PM or email me for further info and "norotors.com member" pricing: norcalmotorsport@gmail.com or gnx7@hotmail.comThank you!
Mark
