Gear ratios, swap secrets, drivability and why the T56 Magnum is the best thing going in American performance builds
Why the T56 Magnum is kingstill ?
T56 Magnum is one you have encountered when you shopped a heavy-duty modern manual gearbox. The T56 Magnum offers a combination of race-ready harness and streetable finesse to provide a high-performance 6-speed manual that abuse-proof but that can low-RPM lazy cruise, much to the delight of hot rodders and pro-touring alike, as well as late-model builders. More importantly, the T56 Magnum has two ratios, versatile gear position, and hefty torque-carrying capabilities and that is why you are reading about the t56 magnum appearing in LS swaps, in Coyote restomods, and Gen III Hemi builds. As we continue through this guide we will look at the construction of the t56 magnum, what works well with it, the impacts it has on interior ergonomics, and gearing selection based on your objectives all the time keeping the t56 magnum to the forefront in the mind of readers in the United States who are seeking reliable, engaging performance.
Torque capacity is half of it, but long-term shift accuracy at high rpm is what rescues gearsets. – a long time driveline expert
What T56 Magnum Is (and Isn’t)
The essence of the T56 Magnum is a home market development of the Tremec OE TR-6060 family tree- die 6-speed, RWD, synchronized manual designed to cover in high-torque loads and rapid-fire shifts at high-RPM. Tremec claims the T56 Magnum will handle 700 lb-ft of torque, thus it is the reason why it fits behind beefy small-blocks, big-blocks, boosted LS engines, and stroker Coyotes comfortably. It is fairly lightweight, weighing a little more than 135 lb dry, and is available in two sets of ratio options to become street, track, or drag oriented.
Some of the hardware highlights fans are concerned about:
There are two ratio options. Close-ratio, (2.66 first), wide-ratio, (2.97 first), each having two overdrives, one of which is used to ease cruising down the highway.
26- and 31-spline input and output shafts, hard clutch options and 1350-series driveshaft yokes.
There are several shifter positions, and two speeds o pickups, to maximize versatility in vintage and contemporary setups.
This pairing, combined with the OEM-quality shift feel in combination with true synchronizers has found this combination (the t56 magnum) to be the gold standard of manual performance conversions.
T56 Magnum Gear ratios Explained
Whether to use close-ratio or wide-ratio dictates the profile of launch behavior, shift spacing, and the cruise RPM. This is what the builders usually have to work with:
Close-Ratio ( also referred to as 2.66 set)
1 st: 2.66, 2 nd: 1.78, 3 rd: 1.30, 4 th: 1.00, 5 th: 0.80, 6 th: 0.63. It’s great on higher-power cars that do not require such an extra-short first. During freeway pulls and powerband in the meat of the engine it keeps it in line.
Wide-Ratio (historically 2.97 set)
1 st 2.97, 2 nd 2.10, 3 rd 1.46, 4 th 1.00. Historically 5th/6th were 0.74/0.50 but to meet both customer preference and to facilitate driving many modern wide-ratio units have 0.80/0.63. Other vendor listings continue to list the older 0.74/0.50 overdrives, so be sure to check which overdrive set is on the overdrive circuit, when ordering.
Takeaway: The 2.66/0.80/0.63 is nice with many builders taking it in road racing and spirited city applications. The 2.97 first can assist the launches with say heavier cars or milder engines without the short rear gears.
Driveline Strength: Input, Output and Yokes
The spline is the beginning of strength. The T56 Magnum has a 26-spline input (clutch hub selection is straightforward), 31-spline output that is well suited to mating with a 1350-series slip yoke to be durable. That 31-spline output and 1350 U-joint standard is a norm on serious street/strip cars making it easy to make driveshaft conversions throughout muscle cars or the latest platforms. It is pointed out in many catalogs that these pieces are Magnum-compatible.
Matching Popular Engines to T56 Magnum (Specs & Matching)
You wanted engine details–then here goes. The t56 magnum is used in combination with:
GM LS/LT family (4.8L-7.0L): Stock power levels fall between 360-505+ hp and 380-470+ lb-ft and boosted builds can very easily surpass them. Especially with the provision of bellhousing and clutch ecosystem, LS7/LS3 swaps are most prevalent.
Ford 5.0L Coyote (Gen 1 2011-2014, 3-4 2015+): Factory Coyotes are in the range of 412-ish hp 390-ish lb-ft at gen1 420 at gen4, though aftermarket cams and blowers really take liberty with them.
Mopar Gen III Hemi (5.7L/6.1L/6.4L): Stock version usually between 370-485 hp and 395-475 lb-ft, plenty of power throughout the mid-range, great on-street behavior.
How this is sentinent to the T56 Magnum: the way you gear and choose the clutch is based on your peak tor output and useful Rpm. The 2.66 first may suit a torquey 6.4L Hemi with 3.23-3.55s in the rear very well; a mild 5.3L LS engine in a truck may find the 2.97 first and a 3.73-4.10 rear more to its liking. In order to match the spreads of the T56 Magnum particularly on smaller-displacement or lower-torque combinations, builders frequently aim at rear gear ratios in the 3.70-4.30 range (tire-dependent).
Clutch & Flywheel: There are many clutch choices available with a 26-spline installation, either a single-disk organic clutch suited to the street, or a twin-disk ceramic suited to big torque/track use. Make sure of bellhousing depth and pilot bearing matching to your block style (LS, LS small-block Ford/Windsor, modular/Coyote, Gen III Hemi).
The Right Ratio Set To Use with Your T56 Magnum
Highway miler street cruiser? Close-ratio 0.63 sixth keeps the RPM very low; the redesigned wide-ratio overdrives (0.80/0.63) cruise without engine luge.
Autocross/ road course? At 2.66 the set keeps the shifts close; you will spend more time in the middle of the powerband.
Street duty drag racing? Assuming you jump on motor with the conservative rear gears the 2.97 first can assist 60-ft times. Couple it up with a clutch set of the right track that suits your torque curve.
Inside-Design & Ergonomics: How the T56 Magnum Influences the Cabin
A transmission change is more than mechanical, it defines your interior building and ride:
Shifter Place & Console Fit
The T56 Magnum has various shifter positions lets you position shifter where it naturally falls and where your console would like it to be. The latter is important in traditional muscle cars (Camaro, Mustang, A-body) and modern fixed console when the console apertures cannot be changed. Make sure your tailhousing and shift offset are accurate so you do not need cut consoles or contort your body.
Tunnel Clearance & Trim
The case of the Magnum is smaller in size relative to its power and a small tunnel massage or patch panel is needed with some samples of classics. Expect a clean, OE-looking boot and bezel so the interior is a “factory” read-definitely a big deal on resale and even the control of noise.
NVH (Noise, Vibration, Harshness)
NVH is assisted by more modern synchronizers and tighter tolerances, but NVH may be affected when solid mounts or poly mounts transmit gear whine to the cabin. Softer mounts, complete carpet/under-lay kit, mass-loaded vinyl under the console and a good shift boot stack are recommended for the more acoustically demanding goal of grand-touring quiet.
Pedal Feel / Throw
It has a correctly matched master cylinder and release bearing to make use of the clutch comfortable on a daily-driver basis. Students can order shorter, crisper throws with the t56 magnum, particularly with good shifters–so order a high shift-knob position that allows elbows and shoulders to be relaxed on long journeys.
Installation Planning Bellhousing to Driveshaft
A winning t56 magnum swap is one that is half parts list, and half geometry:
Bellhousing alignment: parallelism and runout at dial-in. The wear is faster and worsens the quality of shifts due to even small misalignment.
Clutch stack height: Check out flywheel thickness, pressure plate height, and release bearing travel to make sure that there is no over-travel being occurred in full disengagement.
Hydraulics: Adjust the ratio of the master cylinder bore to the choice of pressure plate and any pedal.
Crossmember & mount: Match a mount to trade off NVH vs. durability; verify output angle to prevent driveline vibration.
Driveshaft & yoke: Has 31-spline output, which fits 1350-series slip yoke; measure working length with suspension at ride height and ensure that proper slip travel is left.
Speedometer / reverse lockout: The Magnum has the ability to support modern speed pickups and a reverse lockout bead solenoid; can either be integrated into your ECU or standalone controller to behave like OE.
Different Uses Case T56 Magnum
Pro-Touring/GT
The t56 magnum excels in tune ups of 600+800 hp in the street cars where you need much more torque or supercharged power but highway the calm is desired. The 63 sixth gears down the RPM几reaking up at a long ride.
Track Day Cars
Close-ratio spacing serves to keep naturally aspirated engines in their sweet spot making shifting count per lap less. Match with a 3.73 4.10 rear gears (depending on tire used) to provide maximum exiting speed and minimal bog.
Drag Oriented Street Cars
The 2.97 first can help to launch your car more readily should you have a limited traction, or are running moderate rear gears on your car. When there is the possibility of clutch dumps, or sticky tires, consider clutch type (dual-disk) and heavy-duty 1350-series driveline components to be durable.
The T56 Magnum just feels right: Real-World Drivability
What the owners like about the t56 magnum is that it has the ability to shift high RPM shifts without balking and still provide both easy to shift low-effort, short throws in traffic. So that is the balance OE-grade precision manufacturing and the same ethos of the core philosophy applied to the modern TR-6060-equipped supercars. The distributors and builders point to the Magnums capacity to endure successive high RPM shifts, and multiple shifter positions, two features that quite literally carry over to confidence on the driver side.
Ratio Rear Gear; A Speedy Calculator Attitude
Probably, you do not need to have a sheet table to make an intelligent decision. Think about:
Launching: A 2728 tire with an axle 3.73 gives me the first an over-all gear of about 9.910, decent on torquey V8s.
Ex: At 0.63 six, it has a 3.73 last, so it drops RPMs ~37 percent vs. 1-1 fourth, that is the double-overdrive magic.
Track & AutoX: 2nd 4th to get around the course; the 2.66 set will keep the engine on cam, and require fewer shifts.
In case you run in doubt, the 2.66 close-ratio set and a 3.73-4.10 rear are a good place to start-then make adjustments using tire sizes and powerband.
Frequently asked questions about T56 magnum
Does the T56 Magnum differ than a second hand OE T56?
Yes. An aftermarket stool, the t56 magnum, is newer and stronger with 700 lb-ft capacity and modernized internals based on TR-6060 technology, and supports multiple shifter positions.
What of the Super Magnum?
Other performance packages come available as the similarly gears 2.66/0.80/0.63 geared and 700 lb-ft rated so-called Super Magnum builds, frequently bundled with shifter plate choices and frills and installation kits such as bellhousing/clutch hardware.
Any over-drive on the wide-ratio?
Most existing units with wide ratios have 0.80/0.63 overdrives although some of the old listings still indicate 0.74/0.50. Make sure the specific part number with your vendor.
Summary: The Guide That makes a Vehicle Special
The t56 magnum puts the driver in the center of the age of fast automatics. Its torque rating, ratio options and swap capability make it a modern performance embodiment of classics and transform late-model project cars into true drivers cars. In addition, it improves interior feel3 more short throws, a shifter where it belongs, and quiet highway motoring courtesy of deep overdrive. It does not matter what your heart desires, an LS3 Chevelle, a 5.0 swapped Fox or a Hemi powered Charger, the t56 magnum is the manual transmission that makes the car feel complete, technically robust, ergonomically correct and mechanically irresistible.
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