Post by familyrides1965 on Apr 26, 2020 21:54:26 GMT -5
How many folks have converted to a tremec 5 speed? Any lessons learned good or bad? Working on a club coupe and looking at options for some restomod upgrades. Frame will be stock except converted to 4 wheel disc. Plan to stick with stock 400, but may go EFI route, not sure on transmission thus the question. Any input appreciated
My 442 had a blown tremec 5 spd in it when I bought it. I had test drove it when it was operational and then got blown on a couple other test drives. Helped me to get the sale price down. It came with all the stock parts so I switched it back. I will say the tremec drive great with 4:11 gears in the rear and was nice having that 5th gear with that rear. He is what I found needed to be changed on a stock setup to switch to tremec.
Trans is longer and the floor hole needs to be cut and enlarged - if equipped, console mounts need to be moved back and tach and light wiring needs to be lengthened. Crossmember at rear on trans needs to be moved back and modified to fit trans - needs to be cut and reinforced to accommodate trans profile Driveshaft cut or new driveshaft made. Clutch linkage needs to be made or modified depending on type of linkage the tremec had - mine was a hydraulic set up that was switched to manual. My tremec came out of a Chevy so an adapter was needed.
This was over 20 years ago and there weren’t any kits available, it had to be custom job. They might make a conversion kit now since it’s widely used upgrade
Post by island65cruiser on May 16, 2020 9:05:19 GMT -5
Jim, I looked into it for my tranny swap. You can buy the whole thing as a kit now, but you will spend about $5,000.00 for the parts. You can now get it with a BOP bolt pattern too. I decided against it for two reasons: Too costly for my budget, and you have to butcher the tunnel and floor. However, I found other options: The route I took was an M20 wide ratio with very low first gear ratio, and a 3:08 rear for lowest cost and cruise speed RPM. The other options, a Gear Vendors overdrive, or a Richmond five speed that fits a Muncie sized tunnel and your bellhousing. Both of these will add about $2,000.00 over the cost of a new Muncie. My choice was dictated by lifestyle, depends on how you drive the car. Of course, if you're just dying to have one, I've still got a Jetaway for sale.................
Post by familyrides1965 on May 16, 2020 20:38:27 GMT -5
Great, thanks for info. I too am looking for budget friendly and really don’t want modify floor pan any more than needed. My complete floor pan on my club coupe needed to be replaced so all new sheet metal now.
Post by island65cruiser on May 17, 2020 7:04:14 GMT -5
There's another company besides Richmond now making a 5 speed that has the same dimensions as a Muncie, but being an old guy, I can't remember the name, and all my car files are still packed up because of the recent move. I think a call to Jegs will solve the problem. I have a five speed O/D in my Pro-Street car, with 4:10 rear, and it's a blessing at highway speeds.
Post by joepadavano on May 17, 2020 9:07:12 GMT -5
The "new" Richmond five speed is the old Nash five speed that's been around for decades. It's a little larger than a Muncie. The McLeod five speed is the only one that is close in size to a Muncie. The problem is that gears and bearings need to be a certain size to handle a certain torque level. Short of using convoluted planetary gear sets (the way the new OEM nine and ten speed automatics are designed), for a given number of speeds, the size of a trans will govern the torque capacity. There is no way that the smaller McLeod can carry the same torque as a TKO. Just keep that in mind when comparing trans sizes.