※ Download: 5 speed manual transmission for chevy 350
Another possibility might be the German 6-speed used in Corvette's for a few years starting in the late 90's. GM is not responsible for the safety or quality of independent supplier alterations. As Jeff Mortenson embarked on a Tremec five-speed swap for his Chevy musclecar several years ago, he noticed that no one offered a complete turnkey conversion kit.
Some applications require cutting the floorboard, but with the templates and patch panels we include with our kits, it's not difficult at all. Our shifters come up in the stock location, and it's not even necessary to switch to buckets if you have a bench-seat car. For added versatility, the Magnum has multiple shifter locations and mechanical and electric speedometer pickups and is compatible with both cable- and hydraulically actuated clutches.
- The T56 Scott suggested might be something to look for. To cancel you must call SiriusXM at 1-866-635-2349.
Truth be told, outside of the top 1 percent of power-shifting studs out there, an automatic is the quickest way down the track. However, for many hot rodders the thought of becoming a stab-and-steer jockey isn't particularly appealing. Whether it's for apex clipping on the road course, streetability improvements around town, hearing loss prevention on the freeway, or simply having a dirty good time on the street, fully experiencing the visceral rush of going WOT requires a clutch pedal beneath your left foot and a shift lever in your right hand. That's why folks like Jeff Mortenson of Classic Motorsports Group work hard to make swapping five- and six-speed sticks into your musclecar painless. CMG offers complete Tremec TKO and T56 conversion kits for just about every classic Chevy out there. To throw some pointers your way, we spent a day at Mortenson's shop and learned how to help you trade in that old-school Muncie or Powerglide for a modern overdrive manual. Thanks to CMG, it is much easier than you might think. As Jeff Mortenson embarked on a Tremec five-speed swap for his Chevy musclecar several years ago, he noticed that no one offered a complete turnkey conversion kit. After dealing with the headache and expense of tracking down parts from several manufacturers and waiting for weeks whenever custom components had to be ordered, he recognized the need for bundled conversion kits and started Classic Motorsports Group with business partners Scott Lindquist and Jim Goodlad. The concept of packaging everything for a five- or six-speed swap--including the trans, crossmember, shifter, clutch assembly, driveshaft, and hydraulics--under one convenient part number has really caught on. I've always had a passion for doing things the right way, and it shows in our products. Some applications require cutting the floorboard, but with the templates and patch panels we include with our kits, it's not difficult at all. Our shifters come up in the stock location, and it's not even necessary to switch to buckets if you have a bench-seat car. We currently have turnkey kits for '67-81 Camaros, '64-72 Chevelles, '58-88 Corvettes, Tri-Fives, '62-74 Novas, and '60-69 Impalas Cutting Tunnels In certain applications, such as Chevelles and Chevy IIs, the only way to make room for a TKO is to cut the trans tunnel. Fortunately this process isn't as difficult as it may seem, and Mortenson has some helpful tips to guide you along. Since the panel will be covered by carpet, even if you're not the best welder it's not a big deal. After welding the panel into place and reinstalling the carpet and center console, the interior will look stock. Even if you're particularly adept at scouring salvage yards and eBay, it's tough to beat the convenience of a turnkey five- or six-speed swap. In the unlikely scenario where you could do it cheaper by piecing a swap yourself, it will take much longer, cause more headaches, and may require some custom fabrication. To that, its Elite kits--designed for automatic-to-stick conversions--add a bellhousing, a flywheel, and a clutch assembly. A clutch pedal, a Hurst shifter, and hydraulic assemblies are optional. The big news, however, is the upcoming T56 Magnum. An updated version of the T56, this is the same transmission used in new Camaros and Corvettes. Revisions include larger input and output shafts, larger and stronger gears, an improved heat treatment process, a stronger case, double- and triple-cone synchronizers, laser-welded dog teeth, stronger shift forks, and shorter throws. The result is an astounding 700 lb-ft torque capacity, which is more than enough for everything outside of full-blown racecars. In the past, rebuilding a T56 to handle big loads was an expensive proposition, but the Magnum only costs a couple hundred dollars more than a standard T56. Unlike a Jerico or a Lenco, a Magnum is very much a street-friendly transmission. For added versatility, the Magnum has multiple shifter locations and mechanical and electric speedometer pickups and is compatible with both cable- and hydraulically actuated clutches. A combination of fresh synchronizers, gears, and blocker rings, the extra effort required when shifting gears will loosen up very quickly. The trans will shift tight for the first 50-60 miles, but it will free up very nicely after that. The fluid is designed to last the life of the trans, so there's no need to drain it after the break-in period. Essentially evolutions of the TR-3550, the TKO 500 and TKO 600 are extremely stout gearboxes rated at 500 and 600 lb-ft of torque, respectively. Compared to the TR-3550, which was designed to serve behind meager stock-output V-8s, TKOs feature larger gears, tapered roller bearings, a beefed-up case, an internal three-rail shift system with cast iron forks, 4615 alloy steel gears and shafts, a stronger single-piece countershaft, and a short-throw billet shifter. Enthusiasts can choose between a 0. Considering its flexibility, strength, and low cost it is not surprising that the TKO is the most popular aftermarket Tremec overdrive by a large margin. To ensure a proper driveline angle and trans positioning, CMG includes a custom crossmember with all its kits. Unlike less expensive and weaker box design crossmembers, CMG's mandrel bent, tubular design provides maximum torsional strength and rigidity, are lighter in weight, and are compact in size for maximum exhaust clearance. Each crossmember utilizes thick CNC-cut flanges, precision TIG and MIG welding, and black powdercoating for a beautiful finish. However, in cars such as first- and second-gen Camaros, the Tremec shifter sits too far to the right. Furthermore, in Novas and '64-67 Chevelles, the Tremec shifter won't work at all. The solution is the offset Hurst Blackjack shifter, which allows for perfect positioning inside the factory center console. CMG has a complete line of Blackjack shifters for the TKO and T56 Magnum transmissions for proper shifter placement in Camaros, Chevelles, and Novas that have center consoles. Again due to our relationship with Hurst, the Blackjack shifter is an exclusive offering from Classic Motorsports Group. With access to our parent company's resources and engineers, we can reach more people and offer exclusive products. For instance, CMG has just released a reproduction of the original Hurst round-style shifter handle found in '68 and '69 Camaros. This shifter handle exactly replicates the factory shifter's bends, angles, and height. Since CMG is part of the Hurst family, we can use the original Hurst logo on the shifter, making this an exclusive part only available from CMG. For the '68-69 Camaro owner who wants that original look, this shifter handle is a great choice. Corvette Caveats The Corvette has always been more of a sports car than a traditional muscle car, and as such its compact dimensions mean that space is at a premium when it comes to swapping in a modern manual trans. Furthermore, the rearend mounting points on these cars can bend over time, which throws off the U-joint angle on the driveshaft. To compensate for this, we include shims that can be installed on top of the crossmember to raise the trans. For mega-power applications, the company has a complete line of SFI-approved steel scattershields. Each unit is double-checked for proper register bore alignment and parallelism prior to shipping, which is very important when installing a TKO transmission. First, we test-fit parts that we know will fit in all models of a vehicle platform, such as the bellhousing, clutch, and flywheel. The next step is mounting the trans at the correct height to achieve a proper driveline angle. If our desired driveline angle creates interference between the trans and the floor, we modify the floor for clearance. After the trans is bolted in, we can determine if a stock or an aftermarket Hurst Blackjack shifter is necessary to position the shifter in the stock location. The most difficult part is figuring out where to mount the master cylinder. We make our own custom brackets for Chevelles and Camaros in order to position it properly on the firewall where it's out of the way of other components. That way, if you want to pull your trans out and sell it later on down the road, it will fit in any car because it hasn't been modified. However, CMG will soon be offering six-speed swaps for every Chevy musclecar where a TKO swap was once the only option. In conjunction with the Hurst Blackjack shifter, we'll now be able to offset the shifter to place it in the stock location. We are working hard to have our T56 Magnum kits readily available within the next few months. Since this is an undesirable characteristic in any application, CMG made sure to eradicate the problem in its six-speed kits. Many racers have found that drilling out this valve reduces the tendency for the clutch pedal to stick on the floor. Our solution is to use a Tilton master cylinder, which prevents this issue from surfacing in the first place. In the past, mechanical linkages were preferred in high-horsepower applications due to the fact that they could handle greater pressure plate clamping loads. However, this has changed with modern advances in clutch technology. For example, CMG offers an optional LUK 11. Our hydraulic setup includes a throwout bearing, a master cylinder, a remote mount reservoir, and all fluid lines and hardware. The stock firewall is too thin to properly mount a clutch master cylinder, and our bracket is designed to provide a solid foundation for it. Additionally, the bracket positions the master cylinder pushrod at the correct geometric angle for proper pedal feel.
I'm always shocked what transmissions cost. However, there is a LOT to like about this tranny. Unless specifically noted to the contrary herein, vehicles equipped with Chevrolet Performance Parts may not meet Federal Motor Vehicle Safety Standards and emissions regulations and should not be operated on public roads. Also, the TH200 uses a torque converter with the smaller TH350 bolt circle. The tailshaft housing to look for if you’re replacing an original TH400 trans came stock on mid-’80s police cars Caprice and the early Impala SS. Some of the benefits of the Richmond six-speed is its light weight 108 pounds and its ability to use a regular-style mechanical clutch and linkage from an early Chevrolet. That way, if you want to pull your trans out and sell it later on down the road, it will fit in any car because it hasn't been modified. We are working hard to have our T56 Magnum kits readily available within the next few months. An updated version of the T56, this is the same transmission used in new Camaros and Corvettes.
