@Brandon Kilian Sixth gear is .63. With 3.55 gears n the rear the RPM's at 65 mph are around 1800.

Thats hilarious

My C10 has an older T56 with the 0.50 6th gear and I get 25mpg on the highway. Pretty awesome I love it.

What kind of induction are you running? I also have the T56 Magnum in my 73 516 Big Block Corvette. I'm running a 3.70 rear gear. I'm also running a super Victor/Dominator and I don't get miles per gallon, its Smiles per gallon. 🙃

@@gumballer133 When I did the test I was running an Edelbrock Performer RPM dual plane spread bore intake with an 850 Speed Demon carb. Currently I have a Fitech Mean Street EFI with a Jegs Air Gap dual plane intake (a copy of Edelbrock Performer RPM Air Gap). Have not tested the mileage with the EFI yet.

Hate to say I remember driving a 37 Dodge pickup that the ONLY syncros where between your ears... perfect timing or the noise would shudder your teeth.

Brings a tear to my eyes

57 Chevy pick-up with the old three on the tree, remember when down shifting while sitting at a red light, something in the linkage would go goofy on you and it would lock-up. You had to open the hood and reach down and re-align the shiftier arms to free it up. Still have the burn marks on my knuckles from the exhaust manifold, I sure miss those days.

@@stebstebanesier6205 Many years ago my father had a 1966 Rambler American with a three speed column shift and overdrive. As the linkage wore out it became difficult to shift from first to second, because the shift linkage would try to grab both levers and try to engage second and reverse at the same time which caused the linkage to lock up. My father repaired this problem by welding a ring of metal onto the separator between the first and reverse lever and second and third linkage lever.

@@stebstebanesier6205 Yes! I well remember our old Chevy pickup ('65 or '66, I think) doing exactly the same thing. The fire drill was: jump out of the cab, pop the hood (by now people behind were honking their horns), manipulate the shifter arms, jump back in and drive. Them were the days.

that sounds awesome man good for tyou

@@lsxbigblock6524 thanks dude. The other 2 or 3 the shop had on hand sold the next day! One of the friends who helped me liked the tranny so much he wanted to can his M22 for one. He called the next day and they all sold.

Sounds like a sweet ride man! Enjoy her, think I’ll be doing to TKX in my ‘57 this year, legit daily driver and the OD would be nice running to the lake.

@@moparproud3978 Couldn't recommend it more. I have seen Tremec EVERYWHERE in the hot rod world and have always wanted one for that reason. Always thought, "well, they have to be good. Everyone has one with a wild car!" I really had to sleep on pulling the trigger, and I am so glad I ended up with one. I'm also glad I just so happen to wait to get one till the TKX came out. I am sure this tranny will go down as one of their best transmissions ever made.

@Joebro200 what is the name of the speed shop? I’m in the 916 and plan on updating my 69 firebird soon.

L+RATIO

Update: pulled the t5 out, turns out it was a non world class t5 that has survived 3 years abuse and 1 year of 565 ftlb of torque

ya i was running 400ft lbs in a datsun z for a few years no prob, lower car weight helps

@@kennethfrazee2540 how many hp do you thing a t56 can withstand reliably?

That's why I'm here. Nv5600s are 5k now.

I picked both

stock 5.0 will remove teeth from 3rd gear easily

Good pick I just put one in my 85 monte. Love it

1982 cj7 blew 3rd gear downshifting on the street at moderate speed.

Best option for a new trans is a Tremec TR4050

I'm running a ZF6 by choice. They are extremely strong transmissions, & were grossly underrated. And specifically the Blue label, & especially the Black label ZF6 speeds found in the C4 Corvette, the Vipers, & Firehawks. The Blue label & Black label were originally rated at 700 & 750 ft lbs of torque in Germany, & Europe , but also early in the U.S. but then downgraded to 400 & 450 ft lbs. This being to the surge of power increases in engines during this time, especially in the aftermarket upgrades, & so due to liability issues for companies like GM, etc etc they downgraded the max ratings to deter them being pushed to hard. Ironically the noise factor that got so many complaints from users is also a major strength factor, in that they have straight cut gears, same as many "big" diesel trucks have. The ZF was originally designed as a truck transmission. Due to these complaints, the Blue label had more helical cut gears to help with noise, & obviously the Dual Mass Flywheel (DMF) was also used to help with this noise, but also to soften engagement like a sprung hub clutch with a Single Mass Flywheel would. The DMF uses a solid hub clutch. Many serious race cars & big trucks will use a SMF with a solid hub clutch. But it is a very aggressive engagement. Regardless, the ZF's are different then most manual transmissions, & so specialists specific for them, & not to mention considerably more expensive to rebuild. Especially these days. There currently is only one real person in the U.S. who specializes in these, this being Bill Boudreau aka the "ZF Doc". But this guy is no joke, he goes thru them, rebuilds them to the highest quality. I have my Black Label rebuilt & blueprinted to withstand over 1000 ft lbs of torque by him. I'm also converted to a Spec flywheel & clutch assembly, because the DMF won't handle the power from my Dart blocked 384 Stroker SBC with forged internals, twin turbos , Holley EFI system, and a lot of other goodies. Lol! But my highly modified C4 Corvette is another story. Regardless for most, there are probably better options in that there are many other strong manual transmissions that would be overall cheaper to use. In reality I could have bought 2 brand new T56 Mangums for what I have in my ZF6. Not to mention my C4 was originally an automatic, & I did the conversion myself, as did I do all the other work on it, such as building the engine, suspension, etc etc etc.

@@corvettefever360 I have a 93 corvette with the zf6 and I love it, Its showing its age but still great. but after ford discontinued the zf5 manual they went to the zf6 in their trucks for awhile, It's not the same one is it? they definitely don't feel the same.

@@corvettefever360 "blueprinted to withstand over 1000 ft lbs of torque by him" yeah thats the problem though diesels can make that pretty much with just a screwdriver and injectors on a mechanical or a tune on an electronic injected. and they do it at a much lower rpm than a gas engine which puts more stress on the trans. there just isnt a manual trans that exists right now to handle a built diesel in drag, drift, or road racing that will last. maybe the lenco could handle drag though you'd need something like the cs1 to handle a boosted 4x4 launch. and i'd hate to see the maintenance schedule.

just use the 6 speed allison trans from the duramax. Beefed up it can easily handle over 1k horsepower.

Man blows up transmission with 100 hp over rating and calls it junk lol

Probably not, they're very much an American car thing, wouldn't be surprised if someone adapted one into an 86 though

Standard t5 would work just fine

Tkx

Yes. The internals are Magnum based and rated to the same 700ft lbs

T5 or tkx

600 LB/FT

@@HolleyPerformance how come you couldn't get the tremec 5 spd with a 350 in 1986 trans ams? gm said it couldn't handle the power of the 350 , which wasn't much in 1986.

@@fransmith8992 thats over 30 years ago...technology my friend

@@jubjub905 aha. so now the t-5 is much stronger? how much will a modern one handle and is it a straight bolt in replacement?

manual z31s came with t-5s. Its easier to find one made for the 300zx because they use different input and maybe output shafts like you said, than trying to find a ford or aftermarket one.

@@peterdeboer2805 They came with three different transmissions depending on the model and 6 different driveshaft configurations. It's also incredibly hard to find a low-mileage one, so that's why I need to expand my search to alternative options.

GM used Borg Warner T-5 manuals, and they were only available with 5.0L V8. All other engines were the 700R4 automatic. The Borg Warner had notoriously weak bearing and input shaft. Stock 350 torque is more than capable of snapping the input shaft or severely twisting it.

@@levistoner 1986 v6 firebirds were available with the 5 spd t-5 manual

4+3 you mean? early c4s

Money shift!

T56 Magnum/tr6060

Bout the only trans that will is the old sm-465. Some of the mud truck guys are rumored to be putting about 1200-1500 horse through them. But, they're not drag racing them.

Did they use poor ratios?

@@chaseschlafmann1239 poor case reinforcement. The t5 case flexes in 3rd if you push a lot of power because they were intentionally only designed to handle the 185 horsepower of the 305 and 5.0 of the 80s

I noticed that too. It's 600lb-ft, and can handle up to 8,000rpm, though shifts are rated at 7,500. More than enough for my needs.

@@cenewman007 thank you, for the info.

600ft pds

Every single one of those will fit in a Mopar. I believe the use the “Ford” style input. I mean, in the time it took you to post your grumpy comment you could have easily figured that out....

It's always the dodge guys

Thats right. The original T56 was not a Magnum.

The t56 was used in project crazy horse years ago, behind a 347 stroker, in a 1967 bronco 4x4

@@TheRoadhammer379 I’ve got a 80 Bronco with a 331 stroker with np435. It works

The Tko supercede's the 3550.