This transmission is made to be a direct replacement for the 1998-2002 Camaro/Trans Am. This applies to the 1979-2004 Ford Mustangs. Unlike the GM unit, the Ford unit will fit one production vehicle with minimal modifications needed. The Magnum units are great for classic car projects and restomods. Also, a shifter can be mounted in the forward (midshift) position, giving us a third position. It has a reversible shifter on the tailhousing, so that gives us two positions. These transmissions will work nicely in most street rods and swapped vehicles. This label often confuses people into thinking the T56 Magnum is somehow a different transmission than the TR6060 Magnum. It’s a mystery as to why the Tremec factory continues to identify this unit as a “T56 Magnum” when it is actually a TR6060. In addition, it how the transmission is marketed, which is slightly inaccurate. That is what’s written on the box of a new Tremec TR6060 Magnum transmission. The repair for this would be to replace the stock mainshaft and 5-6 driven gear.The majority of the internals can be swapped between the different styles of TR6060 units to a degree. Or, in some cases it’s not obvious until someone inspects the disassembled transmission. This can cause a high-speed vibration and excessive road noise. Once that happens, the transmission loses the use of 5th and 6th gear. Once this begins, it gets progressively worse until it eventually wears completely through the splines. This is a major design flaw that didn’t stand the test of time. The 5-6 driven gear is pressed onto the mainshaft, but is only splined about 20% of the total length. This is the infamous issue with the T56 transmission in almost all applications. The only way to do the job right is to replace these worn parts with new high quality products.Īnother possibility is worn 5-6 cluster gear splines and corresponding mainshaft journals. We wouldn’t want to leave half-worn components inside the transmission during a rebuild. This is a long process that takes years before there is an obvious problem. It’s inaudible at first, but eventually they get worn down to the point where the grind is audible. This introduces more play and the synchro ring isn’t able to do its job efficiently which causes these engagement points to grind. They really don’t wear out, rather they receive damage from the synchro ring friction material getting low. Theoretically, these are not wear items and shouldn’t have to be replaced. These points tend to get rounded off and dull over time. There are tiny sharp teeth that mesh with the corresponding synchronizer sleeve engagement points. It may be worn engagement points on gears and sleeves.Įach T56 gear has a row of engagement teeth around the perimeter. Each new transmission containing its own unique performance specs and nuances. Since that time, the Tremec T56 has evolved its platform to take on several roles and iterations among GMs makes and models. Fast-forward a bit and the T56 made big splashes when it replaced the ZF six-speed transmission in the Corvette. Then in 1993, the T56 appeared in the Camaro Z/28. The debuting of this magnificent 6-speed manual transmission was in the 1992 Dodge Viper. That said, the T56 transmission has a storied past riddled with performance highlights. In its later years, we have seen the T56 rise to fame for its use in the popular LS-powered Pro Touring builds. Borg-Warner later transitioned over to Tremec in 1998. This premier manual transmission offers an incredible amount of power, impressive gearing, great torque capacity, and reasonable gas mileage.īoasting 6-speeds of engineering marvel, the T56 transmission was built and designed by none other than Borg-Warner. Arguably one of the most versatile and performance-minded beasts on the market, the Tremec T56 transmission sets the standard high.
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