If you are going to turn your sports car or hot rod into a manual gearbox, an important question that you probably think about is, "I have to choose Tremec 5 speed or 6 speed Magnum Tremec transmission time.
People often appreciate Tremec t5 speed transmission and only in a context "against 5 marches of 6 marches", which we believe is 100% the wrong way to deal with the decision. Both tremec transmissions use completely different architectures and show, without surprises, the unique features that distinguish them. Tremec 5 transmission is a superior early tremec transmission capable of withstanding a maximum torque of 600 ft-lbs and a reliable mobile program up to 6200 rpm. This tends to satisfy most conversions from 4 to 5 speeds. It's ideal to get something stronger than the machine's factory transmission and to add an overdrive at a lower engine speed than the main road speed. The capacity of 600 lb-ft is sufficient for most of the real-world performance cars. Everyone does not earn a million horses. The 6200 rpm / min is ideal for a wide range of Chevrolet Chevys block units, large blocks, Chrysler, Ford FE, Windsors and Clevelands, and almost all B.O.P models. engine. Also, since the tremec transmission model is available in 4-Ford and GM models with previous screws, you can usually save a package by re-using the existing beam and connections if you like. Finally, the tremec 5 speed transmission is not much larger than the traditional 4-speed manual gearbox that it usually replaces. It is therefore suitable for many classic cars without any change of land. However, the Magnum 6 speed requires a lot of new materials to make the same adjustment thanks to the T-56 lock-in pattern. The Magnum is also much larger and requires floor modifications to suit almost all 1972 and older cars and even many 1970s and 1980s. Unlike the tremec transmission Magnum top design load, it uses a more modern design of chargers that has become popular for American cars with the original Borg-Warner T-56. Not having a top or side cap to create a vacuum in the structure makes it superior in terms of torsional load management. In fact, almost everything in Magnum is superior to the tremec 5 speed transmission. Magnum uses a single track drive mechanism (as opposed to multi-rail t5 transmission for sale) and multi-cone synchronizers (Mustang t5 transmission for sale has one brass cone) and has a larger wheelbase (ie a large diameter gear). Derived from the TR-6060 currently in production, Magnum is more revealing than the transmissions we build for today's muscle machines. It can handle more torque (easily 700 lb-ft) and engine speed (up to 7,800) and do so with a much better quality of change. It can be a slight compromise when something is designed to change the susceptibility to durability (tremec 5 speed transmission was not designed for Cadillac, so it's rude to robust) but it's a conversation for another moment. Generally, especially when used behind a modern engine (LS, coyote, Gen III Hemi), Magnum is the way to go because of its softness, its ability to change regime and torque. A final point, which refers to the available saturation ratios. As for the single and double tremec 5 speed and the Magnum Overdrive, it can automatically be assumed that the Overdrive Magnum is deeper while it has 6 gears. This is not necessarily correct. Although it is true that you can have a Magnum with two 0.74 / 0.50 very long overdrive ratios, conventional small vehicles can use an overdrive of 0.50, so most people choose the pair 0.80 / 0, 63. On the contrary, in a tremec transmission you have to you choose between fatigue rates from 0.82 to 0.64. Most go with .64 for cruises on highways. An extra advantage for Magnum is: a Magnum .80 / .63 in a back to get the two t5 speed transmission saturation reports in one! The .80 is excellent for the high-traction power for a gentle return on a two-lane 55 mph and the .63 is fantastic for over 70 mph on the highway.
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