Beefed Up Version of the T-56 Is Called the
The improvement is in the Beefiness
The kingpin ofTREMEC's high performance line-upwardly, the all-newT-56 Magnum 6-speed transmission takes the very best from electric current OEM technologies and pairs it with the virtually popular features of the all-business TKO five-speed. Able to withstand a massive 700 lb-ft. of torque while providing unbelievably crisp shifts, no other transmission transmission on the planet offers equally much combined strength, versatility, and general ease of use equally the T-56 Magnum.
Known in itsO.E. form every bit the 'TR-6060', the Magnum is an aftermarket version of the same manual constitute in many of today's most celebrated factory super cars–including the ZR1 Corvette and sinister ACR Viper. A world-course transmission in every respect, it's the best manual on the market for those who will accept cypher less.
Just what is it that makes the TREMEC T-56 Magnum better than its predecessors? Beefiness. Gears, shafts, bearings, synchros, the case, and forks were all dimension-ally increased for better torque handling chapters.
The Beefiness
With gear ratios being the just direct carry over from the original T-56, the Magnum is truly a brand new transmission from the ground up. Of the many substantial upgrades, those listed below will, in the long term, probable exist those almost pertinent and sought after features that volition set the T-56 Magnum apart from the residual.
Gears
Helping greatly to achieve the T-56 Magnum's remarkable 700 lb-ft. torque capacity rating are all new speed gears similar to those found in theTREMEC TR-6060. These gears characteristic substantially increased face widths, which are easily noted when compared to a like speed gear from an original T-56 (every bit shown at bottom left). Likewise specially noteworthy is the fact that these new speed gears benefit from a significant accelerate in manufacturing techniques—2-piece laser beam welded construction.
Past units were ane piece forgings which suffered machining limitations. These new two-piece units allow for much greater control of tooth angles, pitch, alignment and more, while also featuring built in positive stops (shown at height) to about eliminate the possibility of 'over-thrown' shifts.
Countershaft
Another disquisitional aspect of the Magnum's improved strength over the previous T-56 is the radically bolstered 1-piece counter-shaft (shown at correct, positioned on left). Strength benefits are obvious and abundant. This larger shaft not only resist distortion far meliorate than previous designs, but likewise prompted the use of larger bearings in all critical back up areas for boggling stability. The image at right also serves as another first-class representation of the increased face up widths on the T-56 Magnum gears.
Input Shaft
The T-56 Magnum's input shaft (positioned on correct) represents another significant forcefulness upgrade for the transmission's get-go line of defense. Improvements include additional material throughout the length of the shaft, increased face width, a larger input bearing, and generously long splines to arrange twin-disc clutch setups. As an additional strength consideration, all T-56 Magnums will come up equipped with 26-spline input shafts. 10-spline 'Ford-mode' units will not be available.
Synchronizers
Assuasive the space for the Magnum's wider gears is one of the cornerstones of information technology's development—cutting border compact synchronizer technology. These all-new synchronizers are considerably narrower (tiptop image, left) than their T-56 counterparts (summit image, right) and feature fine pitch molar angles to effectively decrease the amount of travel necessary for engagement. Not only are shift throws shortened, merely thanks to new spring-loaded ball-type inserts (bottom image, left), friction is profoundly reduced; resulting in lower shift efforts and reduced 'double-bump' during shifts—as well known as better shift experience.
Shift Forks
Yet another substantial function of the T-56 Magnum'southward unparalleled performance are the redesigned shift forks (shown at left, rear position) featuring integrated 'shift keys' to about eliminate the possibility of bending shift forks. In such cases related to the original T-56, this action typically referred to as 'bending' is in most cases really a 'wallowing' of the shift rail diameter caused by aggressive or incorrect use in conjunction with the vulnerable keyway machined into the bore itself. Under high-stress atmospheric condition, the enlargement of the bore could cause deflection on the shift track, sometimes resulting in serious date bug. The new pattern of the T-56 Magnum not only completely separates the links from the bores, but also casts them into the forks for greater precision and a more than positive shift feel.
Other points of interest regarding the shift forks are added cross-sectional material for increased rigidity and larger shift pads to promote better wear characteristics.
Retainers
Retainers and fasteners were also re-visited in the design of the T-56 Magnum. Dissimilar the traditional, sometimes sick-fitting, snap rings used in the original T-56, Magnum transmissions utilise split ring designs that offering greater thrust load capacities and assistance maintain tighter tolerances.
Primary Case
While it appears similar to the original T-56 in many respects, the main case and finish plate of the T-56 Magnum have likewise undergone extensive modifications in social club to safely handle extreme power loads from their intended applications.
Throughout the transmission, provisions have been made, and material has been strategically placed, to forbid leaks under high-stress conditions and increase overall ability treatment capabilities.
Source: https://www.moderndriveline.com/how-the-tremec-t-56-magnum-6-speed-transmission-is-improved/
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