Tr6060 transmission hp rating

Tr6060 transmission hp rating DEFAULT

People often confuse the original-equipment TREMEC TR-6060 6-speed manual transmission in performance models of the Chevrolet Camaro and Dodge Challenger with its aftermarket sibling, the TREMEC Magnum. While both have six forward gears and one reverse gear, there are many features that differentiate the two transmissions.

The Bellhousing


Most TREMEC TR-6060 transmissions use an integrated bellhousing. This means that the transmission side of the bellhousing also acts as the front of the transmission case.

This integral unit is vehicle specific (and/or engine-family specific) to accommodate a variety of factors, including engine-block flange bolt pattern, flywheel and clutch diameter, placement of the hydraulic-clutch connections and starter placement. Due to being so specific, it is less than ideal for retrofitting into other applications.

On the other hand, the TREMEC Magnum 6-speed was developed to attach to the engine-side bolt patterns on a variety of applications. It uses a front- or mid-plate design that closes off the front of the transmission case and has the common T-56 bolt pattern so that different bellhousings can be used. This includes SFI-rated bellhousings that must meet racing standards, such as for drag racing.

Multiple Shift Locations


Another major difference between the TREMEC TR-6060 and TREMEC Magnum is the shifter-location provisions. The TREMEC TR-6060 has as single-shifter location, using a “semi-remote” shifter assembly that is mounted to both the transmission and vehicle body. This design makes it very application-specific.

However, the TREMEC Magnum case has provisions for locating the shifter in the three different positions based on seat locations and transmission-tunnel shapes and sizes.

The shifter on the TREMEC Magnum can also be reversed in each of these three mounting locations, which can move the shifter location an additional 3 inches forward or rearward. The most forward shifter location allows the Magnum to be used in applications where a factory bench seat is retained.


The TREMEC TR-6060 gear ratios meet the specifications designated by the automaker. And the car maker’s choose those gear ratios for the optimal balance of drivability, fuel economy, engine power band, optional factory rear gear ratios and vehicle weight. That’s why a TREMEC TR-6060 found in an S197 Mustang won’t have the same gear ratios as a TREMEC TR-6060 in a 5th Gen Camaro.

To provide maximum flexibility for the aftermarket, the TREMEC Magnum 6-speed is available with both wide- and close-ratio gear sets, along with two different overdrive gear sets. You can see the specs on those gear sets here.

Speedometer Signals



The TR-6060 was designed for modern vehicles with myriad electronics, and it has no provisions for a mechanical speedometer output. Some versions do not even have an electronic output, as they rely on wheel speed sensors rather than a signal from the transmission output shaft to determine vehicle speed. 

The TREMEC Magnum 6-speed has provisions for both mechanical and electronic speedometer connections, which allows for modern and vintage engines in older vehicles, as well as replacement modern wiring harnesses and electronic gauge clusters.

The mechanical hookup is the standard “pencil gear”-style setup that requires matching the speedometer gear to the rear-end ratio. The electronic speedometer output is a two-wire sinusoidal-type sensor that utilizes an O.E.-style connector. Parts for either setup to function properly are widely available from TREMEC distributors.

Crossmember/Transmission Mount


Since each TR-6060 is application-specific, there is a transmission crossmember mount designed for that particular make/model.

However, the TREMEC Magnum features a multi-fit transmission-mount setup on the tail-shaft housing that works with common GM and Ford transmission crossmembers.


This is a big difference between a TREMEC Magnum and TR-6060: cost. While you might be able to find a stellar deal on a used TR-6060 from a wrecked vehicle or car being parted out, it can cost $1,500-$3,000 for just the bare transmission. The price then adds up quickly when you add in the conversion parts necessary to install it, even if you’re using the factory modern engine in front of it. Plus, you’re spending all that money on a used transmission with no idea what kind of shape the internals are in and what kind of abuse it has seen.

Balance that against the cost of a brand-new TREMEC Magnum 6-speed with all-new components that can be installed behind pretty much any engine with the proper bellhousing. Check our TREMEC distributors for a package with the TREMEC Magnum that will include the necessary installation accessories, such as crossmember, bellhousing, shifter and other peripherals.

Editor’s Note: This article explains the key differences between the TREMEC Magnum and TR-6060 transmissions. You may also be interested in an earlier technical article that covers the difference between the T-56 and Magnum 6-speed transmission.



The T56 vs. TR6060 debate brings us to an essential part of the vehicle, the transmission system. It plays the crucial role of power relay and control, from the engine to the car’s moving part. The T56 and TR6060 are six-speed manual transmission systems.

Which is the best, how do they work and what are their differences? These are questions that many auto enthusiasts have on the two transmission systems. The two have a close relationship that we will look at in this article.

If you want to know more about these two car components, you are in the right place. Stick on as we look at both of them.

T56 Transmission

T56 Transmission

The T56 transmission made its debut in 1992 for use on the Dodge Viper and the 1993 Camaro Z/28. However, its popularity shot up around the late 90s, courtesy of its use with LS engines. Initially, BorgWarner took charge of its design and manufacture. From 1998, Tremec took charge of the production of the T56. Tremec maintained the exact build of this transmission unit.  

Some of the definitive features of the T56 include the use of a hydraulic clutch. It was present on most vehicle models, except the Ford Mustang Cobra, which had a mechanical clutch. Additionally, the T56’s case is entire aluminum construction.

Many vehicle manufacturers relied on the T56. The vehicles are models from General Motors, Ford, Dodge, and many more. The main target was the rear-wheel performance-oriented vehicles from these manufacturers.

There is also the T56 magnum transmission unit. It is a high-end variety, designed for vehicles that want to boost their horsepower. It shares some parts with the TR6060, such as the output shaft. This six-speed manual transmission can handle up to 700-ft/lbs. of torque. With befitting modifications, this T56 magnum can handle horsepower of up to 1200.

T56 vs. T56 magnum, which one should you go for? The latter is ideal for performance-oriented cars, as it has a high horsepower and torque support value. The T56 is likewise excellent, particularly for laid-back driving.

Pros of T56 Transmission

When you decide on the T56, you will benefit from many perks, like stability. Its frame sports aluminum as its primary material. Aluminum is light and hardy, an assurance of longevity. Furthermore, this transmission unit type is affordable to acquire and maintain. Its gas mileage is reasonable.

You get a touch of this transmission system’s excellence when you try out the T56 super magnum. It gives you decent torque and horsepower values.


The main problem with the T56 unit is poor gear ratios. This requires custom-cut consoles for a proper fit. Cutting the tunnel for a proper fit can be pretty draining.

TR6060 Transmission

TR6060 Transmission

The other side of our discussion leads us to the TR6060 transmission.  It is a derivative of the T56 transmission, featuring six speeds. There are six forward speeds and one for reverse.

The main reason for the TR6060’s conception was to deal with the shortcomings of the T56, especially on its limited torque levels. The plans for this system started coming through in 2004, making its debut three years later on the 2007 Ford Shelby GT500.

According to Tremec, the manufacturer of the TR6060, its creation borrowed ideas from the T56 and TKO models. Tremec made a significant move in 2008 by introducing the T56 magnum. Most people thought that it was a T56 upgrade.

On the contrary, the T56 magnum is closer to the TR6060 than it is to the T56. They share a lot of structural features, which results in a higher torque handling capability. This feat comes from its construction, where there is separate machining of the clutch ring and gear.

Joining of these parts via laser-welding does away with space wastage, as in the T56. The other modification you will notice is the diameter of the friction rings and blocker. Coupled with a three-cone configuration, the TR6060 rolls out more power.

TR6060 vs. T56 magnum, what is the difference? The two transmission units have plenty of variations. For instance, the former has one shifter location, while the latter has three locating positions for the shifter.

Pros of the TR6060 Transmission

An impressive thing with the TR6060 is its high torque and horsepower handling limit. An over-the-shelf utility can give a towing value of 600-750-lb/ft. with a horsepower of around 700.

This transmission is suitable for modern vehicles when you consider its construction. It is compatible with vehicle sensors for its efficacy. In addition, it has a sturdy frame, which makes it less prone to wear and tear.

The TR6060 deals with friction in many ways. First of all, an anti-friction plunger does away with this force in the shifter system. The synchronizers feature ball struts and fine-pitch splines to reduce friction.

The synchronizer package has a design intended to reduce shift traveling. It allows for the use of larger gears, which aid in high torque handling.


This transmission unit can be quite expensive to acquire. You may also experience some resistance with the 1st and 2nd gears shifts when it is cold. The good thing is that it works well when it gets warmer.

F Body T56 vs. TR6060

The F body was General Motors’ car platform for some of its rear-wheel-drive models. The F-platform’s engine transmits power to the rear wheels. For the best experience on the road, you need a higher towing power to handle the vehicle’s weight. The TR6060 has more torque than the T56. It translates to better handling, especially on poor terrain.

T56 to TR6060 Swap

There are many reasons for going for a T56 to TR6060 swap. You may want your car to have more power, or due to the latter’s ease of installation. It is a simple process, and a professional mechanic can handle it on your behalf.

There are things you need to know about this swap. For instance, an unconventional transmission mount and that the TR6060 uses an electronic speedometer.

T56 vs. TR6060 Shifter Location

The shifter location varies depending on the transmission type you have. It is essential to know its positioning, more so if you want to swap the transmission units. You will also realize that the location relies on the vehicle chassis.

For the T56, you will realize that the shifting handle is behind the transmission. The TR6060, in some models, is around 2-inches back from the transmission, which seems more complicated. The TR6060’s -shifter may be atop a tripod-like platform, whereas, you have the T56’s integrated into the bell housing’s frame.

T56 vs. TR6060 Input Shaft

By now it is obvious that the TR6060 is better in weight handling than the T56. There are several factors behind this, one of them being the structure of the input shaft. The TR6060’s input shaft has larger bearing hardware. It improves its torque management capability, as it is sturdier.

This is the same thing on the Magnum variety.

T56 Vs. TR6060: What Is The Difference?

Despite their close relationship, the T56 and TR6060 differ in many areas. The first area you will notice their variance is in their structure. While both have robust construction, the TR6060 has larger components. The larger components bring about resiliency; hence its impressive towing capability.

Furthermore, there are other structural variations between the two units like length and incompatible shifter locations. The TR6060’s impressive feats on the road translate to a higher price than that of the T56.


Q: How Much Power Can A TR6060 Handle?

One of the factors to consider when getting a transmission unit for your vehicle is the power it can handle. The TR6060 has an excellent handling value of 600-750-lbs/ft. This is a great towing capacity, which can make your standard vehicle have the resiliency of a truck.

Q: How Do I Know If I Have T56 Or TR6060?

You can rely on several ways to tell the transmission type you have. You may start by structural inspection, where the TR6060 appears big, with a shifter perched on a platform resembling a tripod.

Optionally, inspect this unit, looking for a tag attached to one of its bolts. The tag contains details of the utility like part number, manufacture, and manufacturing date. Check the part number, which will start with the letter ‘T’ most of the time.

Write the number down and confirm with your dealer to know which transmission system you have.

Q: What Vehicles Came With A TR6060 Transmission?

The TR6060 is a modification of the T56, designed to offer more power. Its conception began in 2004 and debuted in 2007, in that year’s Ford Shelby GT500. Other cars to feature the TR6060 are Ford Falcon, Holden Special, and Chevrolet Camaro, among many more.

Q: What Cars Have A T56?

The T56 first came into the automotive scene in 1992, featuring in the Dodge Viper. It went mainstream in the late 1990s after Tremec took over. Some of the vehicles that run on the T56 are Chevrolet Corvette, Ford Mustang Cobra, Holden Monaro, and others. The T56 is very robust and guarantees you a great performance on the road.

Q: How Much HP Will A T56 Handle?

The T56 is milder than its counterpart, the TR6060. It can handle up to 700-hp, though it averages around 400-hp. This is a decent value, showing off its excellence.

Q: Who Made The T56 Transmission?

The original design and construction of the T56 transmission was the work of BorgWarner, an American automotive technology company. However, Tremec took charge of production in the late 1990s.

Q: How Much Is A T56 Worth?

The price factor can either encourage or discourage you from getting a transmission kit. The T56’s cost is around $3500 on the higher side for a new unit. You may get cheaper versions, possibly refurbished at around $1000.

Q: How Much Is A TR6060 Worth?

The TR6060 is an excellent car utility, ideal if you want more pulling force. You can get a new one for $4000 to $4500, depending on the dealer. Second-hand or refurbished types are way cheaper.

Final Words

The car transmission is very significant in relaying power to the wheels from the engine for motion. In this article, we look at two popular transmission units, the T56 and TR6060. You understand that the TR6060 is a derivative of the T56.

Always remember to fill up on transmission fluid for the best service and longevity.

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Tremec TR-6060 transmission

Tremec TR-6060 transmission

The Tremec TR-6060 six-speed manual transmission features six forward speeds and one reverse speed. It is derived from the Tremec T-56 6-speed manual transmission. As usual, the forward helical cut gears are synchronized however, the reverse gear operates through a fully synchronized constant-mesh system. The TR-6060 contains removable wear pads on the shift forks, and uses aluminum alloys for the main case, extension housing, and clutch housing. It is manufactured by TREMEC (formerly Transmission Technologies Corporation) and is rated for 600 lb⋅ft (810 N⋅m) of torque.

Changes from T56-six speed[edit]

The FG Falcon launch documentation describes the new gearbox: "The new synchroniser package features triple synchromesh on first and second gears, and double synchromesh on all other gears, including reverse, which has significantly reduced gear shift efforts and shift travel.

The reduced shift travel provided by the synchroniser package has also allowed increased space for the use of larger gears, which are stronger to deliver improved torque capacity and gearbox durability. A new single-piece counter shaft also contributes to the greater torque capacity and durability enhancements.

Other features of the new TR-6060 transmission include:

  • Reduced friction in the shifter system courtesy of a new cam and anti-friction plunger to control the side load shift detents.
  • Forward and rearward shift detent grooves are broached on the front of the main-shaft with a spring-loaded anti-friction roller, for more precise control of shift detents and positive shift feel.
  • Anti-friction ball struts, sintered hubs and fine-pitch splines on all synchronisers for reduced friction between components - delivering improved shift feel and reduced shift efforts.
  • Wider, two piece gears with machined clutch teeth for more precise gear engagement and reduced potential for gear block-outs."


General Motors uses Texaco ATF Type III 1863 fluid and is certified "fill-for-life," requiring no fluid changes.[1] Ford US lists a fill specification of 3.65 quarts of Mercon-V automatic transmission fluid. FCA Applications use Mopar ATF +4 Automatic Transmission Fluid.


Selected gear ratios[edit]

2007 Ford Mustang Shelby GT5002.971.781.301.000.800.632.90
2008 Ford Falcon Ute & XR63.362.071.351.000.710.573.28
2008 Ford Falcon XR6 Turbo & XR82.981.781.301.000.710.552.90
2008 - Current Holden HSV E Series[2]3.01 2.07 1.43 1.00 0.84 0.57 3.28
2008–2013 Chevrolet Corvette2.661.781.301.000.740.502.90
2008–2009 Chevrolet Corvette Z512.972.071.431.000.710.573.28
2009-2021 Dodge Challenger 5.7/6.1/6.42.972.101.461.000.740.503.28
2015-2021 Dodge Challenger Hellcat2.261.581.191.000.760.632.90
2009 Pontiac G8 GXP[3]2.972.101.461.000.710.563.28
2009–2013 Cadillac CTS-V[4]2.661.781.301.000.800.632.90
2010 Chevrolet Camaro SS[5]
2012–2015 Chevrolet Camaro ZL1[6]2.661.781.301.000.800.632.90
2016-Current Chevrolet Camaro SS[7]2.661.781.301.000.740.502.90
2011 Ford Mustang Shelby GT5002.971.781.301.000.740.503.98
2013 Ford Mustang Shelby GT5002.661.821.301.000.770.503.98
2013–2016 SRT/Dodge Viper[8]2.261.581.191.000.770.632.90
2015–2017 Chevrolet SS[9]
2016–2017 Cadillac ATS-V[10]2.66 1.78 1.30 1.00 0.79 0.63 2.93
2009-2013 Chevrolet Corvette ZR1 2.29 1.61 1.21 1.00 0.81 0.67 3.11



Transmission rating tr6060 hp

Tremec's T-56 Magnum Uses TR-6060 Guts to Nearly Double Torque Capacity

Inner Strength: RPM Transmissions adapts it for the fourth-gen F-body

The fourth-generation F-car remains a staple of the LS performance world, thanks to its relative affordability and adaptable architecture. But while the platform itself remains a constant, the progress of engine performance continues to march steadily forward, straining some of the F-body’s capabilities.

“Once you get to about 700 horsepower, the T-56 is done,” says performance transmission guru Rodney Massengale of RPM Transmissions ( “It’s a very good transmission, but just wasn’t designed for the kind of power that LS engines have been pumping out for the last few years.”

The Viper version isn’t exactly the answer either. It uses an admittedly beefier 30-spline output shaft (1.290-inch diameter) versus the F-body’s 27-spline shaft (1.175-inch diameter), but that’s about the extent of the differences. Some enthusiasts will tout the Viper transmission’s steel 3-4 shift fork, too, but after tearing down countless transmissions over the years, Massengale says his technicians only occasionally find steel forks in the Viper versions. It’s not a sure thing—but, interestingly, they’re always in the T-56s used in ’03- 04 Mustang Cobras.

“You can upgrade the T-56 with the Viper mainshaft and some other internal upgrades, but the gears and synchros will be the same,” says Massengale. “If you really want to step up to the next level, you’ve got to look at the TR-6060.”

The Tremec TR-6060 was the answer for GM’s most recent stable of factory-built supercars, such as the C6 Corvette and fifth-generation Camaro performance models. It has its roots in the venerable T-56 but is designed for much more powerful engines, with a torque rating of 700 lb-ft, that’s serious capacity from a factory-built manual transmission. It’s also the “guts” of Tremec’s aftermarket-based T-56 Magnum transmission.

The TR-6060’s greater strength comes from larger and stronger components, when compared to the T-56. Take First gear, for example: it measures 4.9 inches in diameter and 0.98 inches thick, but in the TR-6060, First gear is still 4.9 inches in diameter, but is 1.19 inches thick—a significant 22 percent increase that delivers exponentially greater strength. It’s a similar scenario for all the gears, and when it comes to the output shaft, the TR-6060’s 31-spline shaft measures 1.36 inches in diameter.

That’s all well and good, but the TR-6060 from a late-model Camaro SS isn’t a direct swap for the T-56 in a fourth-gen car. The length is wrong, for one thing, and the tailshaft doesn’t have the torque arm mounting points. Also, the front plate/bellhousing is different and the shifter location is simply incompatible.

The aftermarket T-56 Magnum version has the beefier innards of the TR-6060 in an aluminum case that is pretty much a duplicate of the fourth-gen case, but it’s not a bolt-in solution for the fourth-gen cars, either. The bellhousing and tailshaft are incompatible, especially the tailshaft, which is too long and has the wrong shifter location for an F-body.

RPM Transmissions’ solution modifies the Magnum transmission to make it a direct bolt-in for a fourth-gen F-body. It will work, too, in third-gen cars. We visited their shop in Anderson, Indiana, to see how they made the changes to adapt the Magnum transmission and took the time to compare the components of the TR-6060 with the fourth-gen T-56. The differences are dramatic, with the TR-6060 gears, synchros, bearings, and other internal parts simply being larger and stronger. Even the Magnum transmission case that holds the TR-6060 guts is thicker in key areas. It’s simply an all-around stronger setup.

For the record, RPM’s modified Magnum runs about $5,000 out the door, which may seem steep, until you consider you could spend about half as much on a high-performance T-56 rebuild, but will still end up with about half the torque capacity of the TR-6060, even if you add the Viper mainshaft.

Be smart and honest about your performance upgrades. If you plan to drive your car primarily on the street and keep its horsepower level below the 700 threshold, there’s no reason to spend the extra money on TR-6060 guts. RPM Transmissions and a number of other transmission specialists can deliver a strengthened T-56 with the 30-spline output shaft, solid synchronizer keys, bronze fork pads, a steel 3-4 shift fork, and other upgrades for roughly half the cost of the TR-6060-ized transmission. But if you’re going for big power, the insurance delivered by the strongest Tremec available makes the investment worth every penny.

01. The Tremec T-56 Magnum is built with the “guts” of the TR-6060, which includes triple-cone synchronizers on gears 1-4, a stronger input shaft, stronger shift forks, and additional enhancements over the T-56 that enable a 700 lb-ft torque capacity. (Photo Courtesy GM)

02. This comparison shot shows the TR-6060/Magnum gears side by side with their T-56 counterparts (the TR-6060 gears are on the left of each pair). Look closely and you’ll see the TR-6060 parts are generally beefier.

03. A close-up profile of TR-6060 (left) and T-56 Second gears shows the dramatic difference between them. The TR-6060 gear is 1.200 inches thick, compared to the T-56 gear’s 1.075-inch thickness. That’s a 15 percent difference, which helps illustrate why the TR-6060 has nearly twice the torque capacity.

04. Another comparison shows the input shaft with Third gear. Note the significantly larger tapered roller bearing on the TR-6060 component (top), which will take much more load than the T-56’s smaller input bearing.

05. The 3-4 synchros are larger and stronger for the TR-6060, too (left). The one in the TR-6060 measures 4.760 inches in diameter versus the T-56 part’s 4.115-inch diameter. It also has fine-tooth gear angles, with more teeth than the T-56—64 teeth compared to the T-56’s 36 teeth, in the case of these examples. Triple-cone synchros are used on gears 1-4 on the TR-6060, with double-cone synchros on gears 5-6, which really helps give the transmission a smoother feel.

06. The mainshaft in the TR-6060 (left) is much beefier than the T-56 shaft, with a 1.360-inch diameter and 31-spline output section versus the 1.175-inch/27-spline shaft of the T-56. The TR-6060’s thicker shaft contributes exponentially to the transmission’s greater torque capacity.

07. The cluster gears may look identical, but upon closer inspection the TR-6060 has wider gears (top) and larger front and rear bearings, which withstand a much higher load capacity.

08. Here are the T-56 and TR-6060 Fifth- and Sixth-gear driven gears. The main advantages of the TR-6060 are wider gears, along with separate construction. That allows RPM to change the Fifth and Sixth gear ratios independently. Since both gears are fully splined, they are stronger on the mainshaft.

09. The 1-2 synchronizer assembly retaining ring in the T-56 (right) has proven to be problematic and is known to break on occasion. The TR-6060 retainer has been upgraded to prevent this potentially catastrophic failure.

10. T-56 single cone rings (right) have much less surface area for friction than the new TR-6060 design. This is another feature that makes the TR-6060 superior in the shifting department, once RPM makes their refinements.

11. Both the TR-6060 and the T-56 come with a plastic shifter insert that is prone to wear and cracking. Replacing it with a bronze insert (left) is a must regardless of the transmission you’re using.

12. The cases of the T-56, TR-6060, and Tremec’s Magnum aftermarket transmission are similar at a glance, but the Magnum/TR-6060 case (bottom) is stronger in key areas, both outside and inside. All are made from die-cast aluminum, but the thicker TR-6060 case and larger gearsets inside add approximately 20 pounds to an assembled transmission versus a comparable T-56.

13. This close-up shows the thicker flanges of the TR-6060/Magnum (right) compared to the T-56.

14. Here’s why the TR-6060/Magnum transmission isn’t a bolt-in swap for vehicles originally equipped with the T-56: The tailshaft (left) is about 3 inches longer than the T-56, although the shifter position is farther forward. This just won’t work in your fourth-gen F-body. Besides the length and shifter issue, there’s no mounting point for the fourth-gen torque arm.

15. The TR-6060 front plate (left) is much stronger than the T-56 counterpart. It offers much-improved frontal bracing, as well as larger input and cluster bearings. The TR-6060 is also cast with provisions for a mechanical cooler pump, like the factory-equipped ones found on the Corvette Z06, ZR1, and fifth-gen Camaro.

16. The TR-6060 front plate incorporates a roller bearing for the front of the shifter shaft, as well as in the case. This allows for much smoother shifting operation over the standard Babbitt-material bushings in an early T-56.

17. Bronze fork pads should be used in place of the factory plastic pads. The pads press onto the shift forks, which move the sliders back and forth to engage the gears. When the plastic pads break or wear, it doesn’t let the slider fully engage the gear. This can cause the transmission to pop out of gear after moving the shifter into that gear.

18. RPM Transmissions’ T-56 Magnum packages blend the guts of a TR-6060 with a custom package designed for fourth-gen F-bodies. A $350 option on the basic Level IV package and standard on the Level V and VI packages is micropolishing of the gearsets, which helps reduce friction to enhance performance and durability. Check out for a complete look at their packages.

19. After all the components are disassembled and micropolished, the transmission is carefully reassembled by technicians who know these parts like the backs of their hands. Here, the 1-2 synchronizer assembly is slipped into place. The sliders and hubs are hand-fit.

20. Here, the die-cast aluminum case is slipped over the gearsets. To fit the fourth-gen F-body, the TR-6060 mainshaft is cut down by approximately 3 inches.

21. The welded area shows a necessary modification to the F-body tailhousing in order to install the single-piece cluster of the TR-6060. It allows RPM to install the newer-style TR-6060 rear cluster bearing.

22. For the TR-6060/Magnum transmission to work in the fourth-gen F-body, the factory shifter rail must be replaced. RPM Transmissions makes their own and inserts it (arrow). By the way, the shifter location in the case is unused in the F-body, as well as the fifth-gen Camaro and other applications. A block-off plate will seal off this section, as the shifter is mounted in the tailshaft.

23. RPM Transmissions uses new fourth-gen F-body tailshafts to complete the conversion of the Magnum T-56. Without it, the transmission won’t bolt up to the F-body chassis.

24. A Viper tailshaft seal is used to match the 31-spline TR-6060 output shaft with the F-body tailshaft.

25. This close-up of the tailshaft shows the all-important mounting provisions for the fourth-gen torque arm, along with the vehicle speed sensor and Reverse solenoid. Again, the TR-6060 doesn’t have these provisions, and the production T-56 Magnum transmission comes with a Ford speed sensor, making RPM’s conversion all the more necessary.

26. With the bronze shifter insert in place, a pin holding the shifter mount to the custom shift rail is tapped in place, effectively finishing off the conversion of the Tremec T-56 Magnum with TR-6060 guts.

27. Here’s the final, assembled transmission. As shown, the cost for this conversion to a fourth-gen bolt-in is about $5,000—not quite twice as much as a full-blown T-56 upgrade, but with twice the torque capacity. Bring on the power-adders!

T-56 Super Magnum Installation Kits Now Available From Chevrolet Performance

Chevrolet Performance has developed installation kits that allow the T-56 Magnum—dubbed Super Magnum in their catalog—to bolt right up to small-block, big-block, and LS engines, and even the all-new Gen V LT1 crate engine. It’s a tremendous advancement for builders looking to hook up a manual transmission for every kind of V-8 offered in a Chevy since 1955. Generally, the kits include a bellhousing and the pilot bearing, as well as a clutch and pressure plate. The new kits include the following applications:

  • LS engines with a six-bolt crankshaft flange (PN 19301625). It includes a fourth-gen F-car-type bellhousing and LS7-type flywheel, clutch, and pressure plate.
  • LS and LT engines with an eight-bolt crankshaft flange (PN 19329912). This one is for LSA and Chevrolet Performance crate engines, including the LSX376B-15, LSX454, and LSX454R. It’s also the kit required for the new LT1 crate engine.
  • Small-block with one-piece rear main seal (PN 19329900). It includes a 1986-later-style flywheel, along with the clutch kit and bellhousing. A big-block kit can be used for earlier small-blocks with the two-piece seal.
  • Big-block—externally balanced (PN 19329901). The kit is intended for Chevrolet Performance’s externally balanced 454 and 502 engines and includes an externally balanced flywheel.
  • Big-block—internally balanced—and small-block with two-piece main seal (PN 19329902). This kit is intended for internally balanced Chevrolet Performance 427 and 572 engines, along with small-blocks using a two-piece main seal, and includes an internally balanced flywheel.

Additionally, separate bellhousing and clutch kits are available for all of the applications listed here, but the bottom line is it’s never been easier to adapt the modern performance balance of strength and efficiency of the Tremec six-speed for whatever restomod project you’re planning. See more details in the 2015 Chevrolet Performance catalog, which is available online at



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How I fixed 1-2 grind issue Tremec TR 6060 transmission

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