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Hey Everyone. Is there anyone out there that's put a T56 in a original style frame? Got photos? Michael
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Michael ,
A T56 in an original style from would require a modified tunnel. --Steve |
Does all T56 have the same inputshaft?
From the above postings it sounds like all teh T56 are tha same with regards to splines and length/ width of inputshaft?
What you change is the bellhousing & opt for the correct clutch & mechanism I'd go for a cable clutch; I guess. rusk |
Rusk, - The T56 was sold/provided by tremec to many car manufacturers; Chevrolet , Aston Martin, Dodge, Ford , Holden, Etc.
So depending on where you source your T56 would could have some interesting inter-dependencies to solve. That is why the Ford Part number I selected was such a nice thing. -- solved many issues and went together in a snap. As for a Clutch actuator hydraulic and cable are both options. -- For a SPF the Clutch master can push the wilwood compressive (pull type cyl) For an FF the Clutch cable can be attached and used as it was in the donor car. so I would say , if you car is setup for hyd - use that , if cable , use that. If your car is being built , use whatever you are comfortable with. --Steve |
Good information
so now I have only only a couple of questions left....
Shfiting the T56(Magnum): Isn't the TKO600 supposed to be shifted below 6500 rpm? what abot the T56(Magnum): Does it like beeing shifted at 7500 rpm? Then there's size and angle of T56 and it's bellhousing... Is it much larger than a T5? Height is a concern, since that is where the car need to be cut. |
update - 2-18-2010; 4200miles on the odo which means 1200 on the new trans. --
one word . - flawless. The T56 from ford racing M-7003-H, is one of my favorite transmissions of all time. quiet , revs well and with the Triax shifter , is very easy to use. No regrets. == just good driving fun. |
T56 Magnum for 302
Hi.
Just a quick update. I asked for details regarding the T56 Magnum from Hurst Driveline Conversions (formerly Classic Motorsports Group). They were really friendly & sent me PDF copies of technical drawings. Actually; looking at their website tonight, they claim to be #1 in tech support. They might be, who cares; but they did send me the information quick! They also told me that a 302/ 351 version of the Magnum should be ready for shipping very soon. (For now they only have versions for the OHC/DOHC? NewSchool Ford V8's.) RuneS. |
Yep, in a Ford version, it's only available for the modular V8's.
I have never really seen the desire to use a T-56 unless you're dealing with over 700lb-ft of torque....and even then I can offer a TKO 600 that will handle that. To me, you're basically paying just to say "I have a 6-speed." They are heavy (and MUCH larger than a T5) and expensive transmissions and unless it's the Magnum, the torque capacity isn't anything special at all. I sell a few, but I usually try to steer customers away from them. The TKO 500/600 can be made to shift at a higher rpm. We do several modifications to them that will make them easier to shift. I don't see the T-56 being a 7500rpm box at all. |
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Those were the older T-56's....he's referring to the Magnum T-56, which only comes in a few flavors at this point in time.
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Brent; yes- you might be correct about the 7500rpm shifting. I will try to get information on this here, there and elsewhere from people who've run their veichle with this box.
There is one thing the 5- speed can't do, and that's having a close ratio up to 0,8 overdrive and then a 0,6something for highway cruising. On the size; I wonder... We have a TKO 600 in one car; It's a tall & heavy unit compared to the T5. Is the T56 heavier and wider and taller and longer than the TKO? I think: Wider Yes. Taller No. Longer Yes. Heavier Slightly? If anoyone have any numbers, please post'em! |
They are bigger than the TKO's....most definitely longer, and a little taller/wider.
There is about 20-25 lbs difference between the TKO and the T-56. |
I have a T-56 MN12 in my Arntz. It took quite a bit of modification to the tunnel on the passenger side to get it to fit. My car had a removable tunnel, so it wasn't a huge deal.
I have 4.56 gears in the rear and cruise down the highway at about 2100 RPM at 70mph in 6th gear. First gear will rip your face off....if you can get traction. I love it, but if I was buying something new, I would go with a 5 speed unless you have fuel injection to really use the 6th gear. |
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That is crazy steep for such a light car. :eek: -Dean |
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The flange pattern on the midplate is different...specific to a Modular bellhousing. If I'm not mistaken, I think the input shaft lengths are different as well, but I could be wrong on that one.
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The T56 actually fit in the tunnel to a better degree than the TKO. - The midplane on the T56 can be an interesting configuration problem.
in the superformance there was no tunnel mods needed, except the removal of the roadster specific ashtray. |
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That's why I said you might as well go with a 5 speed. On a car with a carb, having a 6 speed is almost useless. You either tailor it to first gear or 6th gear. |
Update : 4200miles (1200 miles on T56, M7003H)
Gloriously perfect. -perfect.perfect.perfect. Detroit Rock City in a can. went for a cruise with the mrs. this PM all around 2 lane roads in an around the los gatos hills and such. The T56 with the wilwood compression cylinder was perfect. simply the nicest driving setup I have had in a hotrod. Too bad I am putting a TKO600 in my CSX, this efi windsor/t56 thing is tough to beat. |
4500mi ; Went down to Carmel and back, and did some other driving , it just keeps getting better.
at about 4500 miles my engine is nicely starting to get worn in and set. -- barley ANY oil consumption on the motor, I have about 1500 miles on this oil, so probably another month or so i will change it. Back to the T56, -- No leaks, very flexible gear set with the native 3.46:1 ratio in my Dana / Holden rear-end (pumpkin ) in my SPF. I do wish I had a bit more lazy torque for pulling up long hills faster, but the 5.3L spools nicely so i cant complain. The chief thing about this conversion install is the use of generic available 5.0L parts for lots of things. The trans comes with its own bellhousing, the clutch fork and pivot ball were std 1990 5.0L mustang , the starter was the Std gear reduction ford starter, the block plate - again std 5.0L had to get 2 bellhousing bolts as the two holes on the top are thicker flanged with the T56 than the T5 or TKO bell-housing. the Driveshaft, takes the same Yoke as a TKO, speedo gear and transmission mount were off the shelf items as well. |
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